Multi-angle driving vehicle

Abstract

The present invention relates to a multi-angle driving vehicle, comprising a wheel assembly, wherein the wheel assembly comprises a horizontal fixing plate, a vertical fixing plate, a first gear, a slewing support mechanism and a steering motor, wherein the slewing support mechanism is located above the horizontal fixing plate and is fixedly connected to the end of a suspension connecting rod; the slewing support mechanism comprises a second gear and a supporting fixing ring, wherein the supporting fixing ring is fixedly fitted with the second gear through clearance; the first gear is located on the side of the second gear; a steering motor is fixedly connected to the lower surface of the horizontal fixing plate, wherein the driving shaft of the steering motor passes through the horizontal fixing plate and is fixedly connected to the axis of the second gear. The device solves the problem in the prior art that the steering angle of the driving vehicle is limited and the vehicle is prone to slipping during the driving process, and realizes 360° all-round driving of the vehicle by adopting an independently controlled and driven wheel assembly capable of 360° steering, while maintaining full contact between the wheels and the ground during the driving process of the vehicle, and is suitable for various rugged terrains.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle running mechanisms, in particular to a multi-angle traveling vehicle. Background Art

[0002] Robot vehicles have become a very common vehicle in today's intelligent era, playing a major role in firefighting, counter-terrorism, disaster search and rescue, etc. However, in these occasions, due to the complex environment, rugged roads, and narrow space, the turning angle radius of robot vehicles is too large, and they are easily restricted by the site and unable to turn. Therefore, their use occasions are too limited and cannot be used in some extreme environments.

[0003] The prior art discloses a modular drive steering system for an omnidirectional vehicle and a vehicle, the drive steering system comprising a suspension link, a shock absorber, a steering motor, a reducer, an angle sensor, a wheel bracket, a wheel and a drive motor. The steering motor drives the frame through a coupling and a reducer to drive the wheel to independently steer in an all-directional horizontal 360° omnidirectional range. The tire position is accurately detected by an angle sensor to achieve fast and accurate steering control. The drive motor is installed in the tire to directly drive the wheel to rotate. The steering motor is fixed on the chassis of the vehicle, which reduces the equivalent unsprung mass of the system, reduces resonance and impact and vibration from the road surface, and improves the stability of the vehicle's driving. The vehicle adopts the modular drive steering system for an omnidirectional vehicle provided by the present invention. The present invention has a simple and reliable structure, and can realize independent omnidirectional steering and driving of the vehicle wheels, thereby improving the control accuracy and response speed of the steering system. However, since the device cannot take into account both travel and 360° steering, it cannot be used in some rugged roads and small-scale sites, and the use occasions are limited. In addition, the shock absorption effect of the vehicle structure is limited. On some undulating roads, the shock absorption mechanism is not effective and the vehicle shakes greatly.

[0004] The prior art discloses a steering control system, including a steering wheel system, a controller and a switching switch, and also including a left front wheel system, a right front wheel system, a right rear wheel system and a left rear wheel system arranged in sequence, wherein the steering wheel system is used to drive the left front wheel system and the right front wheel system to steer, the controller is used to control the steering of the wheel system, and the switching switch is used to switch the adjacent wheel systems. The steering control system provided by the present application, in the vehicle transverse mode, the switching switch can switch the adjacent wheel systems, so that the steering wheel system drives the newly formed left front wheel system and right front wheel system to steer after switching, that is, in the transverse mode, the wheel system can be controlled to move transversely through the steering wheel system, so that the vehicle's walking route remains straight and transverse without deflection, thereby improving the maneuverability and safety of the vehicle steering. The steering structure in the device is relatively complex, the operation is cumbersome, and there is no shock absorbing mechanism, the vehicle shakes greatly, and the vehicle body is greatly damaged during driving. Summary of the invention

[0005] In response to the problems existing in the above-mentioned prior art, the present invention discloses a multi-angle driving vehicle. The present invention realizes 360° all-round driving of the vehicle by adopting an independently controlled and driven wheel assembly that can be turned 360°, while keeping the wheels in full contact with the ground during the vehicle's movement. The vehicle is suitable for various rugged terrains. The device solves the problem in the prior art that the steering angle of the driving vehicle is limited and the vehicle is prone to slipping during the movement.

[0006] The specific technical scheme disclosed in the present invention is as follows: a multi-angle driving vehicle, including a frame, a load-bearing shaft, a suspension link and a wheel assembly, wherein the load-bearing shaft is fixedly connected to the middle of the frame, and the suspension link is provided with two groups, which are respectively located on both sides of the frame, and the middle position of each group of suspension links is respectively connected to the end of the load-bearing shaft; a group of wheel assemblies are connected below the end of each group of suspension links, and the wheel assembly includes a horizontal fixing plate, a vertical fixing plate and a wheel steering mechanism, the horizontal fixing plate is vertically connected to the vertical fixing plate, the wheel steering mechanism includes a first gear, a slewing support mechanism and a steering motor, and the slewing support mechanism is located at the water level. A horizontal fixed plate is above the horizontal fixed plate, and the axial direction of the slewing support mechanism is vertical, and the slewing support mechanism is fixedly connected to the end of the suspension connecting rod; the slewing support mechanism includes a second gear and a supporting fixing ring, and the upper surface of the horizontal fixed plate is fixedly connected with the supporting fixing ring, and the supporting fixing ring is fixed with the second gear, and the supporting fixing ring and the second gear rotate circumferentially; the first gear is located on the side of the second gear, and the first gear and the second gear are meshed; a steering motor is fixedly connected to the lower surface of the horizontal fixed plate, and the driving shaft of the steering motor passes through the horizontal fixed plate and is fixedly connected to the axis of the first gear.

[0007] In the above-mentioned wheel steering mechanism, there is no direct connection between the first gear and the horizontal fixed plate. Although the second gear is located above the horizontal fixed plate, the second gear and the horizontal fixed plate are matched with the second gear through the supporting fixing ring, so as to keep the axial position fixed and keep rotating in the circumferential direction. The first gear is driven to rotate by the steering motor. Since the first gear and the second gear are meshed and the second gear remains fixed, the first gear rotates around the second gear, thereby driving the horizontal fixed plate and the connected wheel to change direction.

[0008] Furthermore, a wheel shaft is provided on the vertical fixing plate, the wheel shaft and the vertical fixing plate are fixed along the axial direction of the wheel shaft, and the wheel shaft and the vertical fixing plate rotate along the circumferential direction of the wheel shaft.

[0009] Furthermore, one end of the wheel shaft located on the inner side of the vertical fixing plate is fixedly connected to the wheel, and one end of the wheel shaft located on the outer side of the vertical fixing plate is fixedly connected to the first sprocket.

[0010] Furthermore, a traveling motor is fixedly connected to the inner side of the vertical fixing plate, and the traveling motor is located above the wheels.

[0011] Furthermore, the driving shaft of the traveling motor extends outward from the vertical fixed plate, and the end of the driving shaft of the traveling motor is fixedly connected with a second sprocket.

[0012] Furthermore, the rotation planes of the first sprocket and the second sprocket overlap vertically, and the first sprocket and the second sprocket are connected by a transmission chain, which can transmit the power of the drive motor to the wheel, thereby maintaining the rotation of the wheel and changing the rotation direction.

[0013] Furthermore, an angle sensor is provided at the center of the support fixing ring, and the angle sensor is used to measure the rotation angle between the support fixing ring and the second gear. The angle sensor installed in each wheel assembly can monitor the rotation angle of the current wheel, and cooperate with the steering motor to accurately adjust the steering angle of each wheel, so as to realize the vehicle driving or steering in any direction.

[0014] Furthermore, the suspension links are V-shaped, with the opening of the V-shaped structure facing upward, and two shock absorbers are provided under each set of suspension links.

[0015] Furthermore, a shock absorber fixing shaft is provided below the corresponding load-bearing shaft on the frame, one end of the shock absorber is hinged to the shock absorber fixing shaft, and the other end is hinged to a position on the suspension connecting rod close to the end.

[0016] Furthermore, a mounting plate is fixedly connected to the end of the suspension link, and a lower surface of the mounting plate is bolted to the end face of the first gear.

[0017] When the vehicle is traveling on a rough road, the suspension link can swing around the load-bearing axis to keep the wheels in full contact with the ground. At the same time, the shock absorber can keep the vehicle body stable and reduce the vibration caused by the swing of the suspension link, making the vehicle driving more stable.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] 1) Each wheel in the vehicle of the present invention adopts a wheel assembly that can be turned 360 degrees. The steering angle of the wheel is monitored by an angle sensor, the rotation direction of the wheel is controlled by a steering motor, and the wheel is driven by a travel motor. Through the coordination of the three, the vehicle can be driven in multiple directions and angles, making the vehicle more suitable for some environments with narrow terrain.

[0020] 2) The vehicle of the present invention uses a suspension link to connect the wheel assemblies on the same side, so that the front and rear wheels can fully contact the ground during driving and keep the vehicle body level, which is more suitable for rugged terrain. At the same time, the shock absorber under the suspension link can absorb the vibration caused by the shaking of the wheels to keep the vehicle body stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a three-dimensional structural diagram of a multi-angle driving vehicle in the present invention;

[0022] Figure 2 It is a side view of a multi-angle driving vehicle in the present invention;

[0023] Figure 3 is a front view of a wheel assembly in the multi-angle driving vehicle of the present invention;

[0024] Figure 4 yes Figure 3 Cross-sectional view of the wheel assembly at AA. DETAILED DESCRIPTION

[0025] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0026] Example:

[0027] It should be understood that, in this embodiment, for the convenience of description, the claimed "upper", "lower", "inner" and "outer" directions are described based on the "upper", "lower", "inner" and "outer" directions in the accompanying drawings, which is only for the convenience of description and cannot limit the structure obtained in the present invention.

[0028] In addition, the terms "first", "second" and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, a feature defined as "first", "second" and "third" may explicitly or implicitly include one or more of the features.

[0029] like Figure 1-2 As shown, this embodiment discloses a multi-angle driving vehicle, including a frame 1, a load-bearing shaft 2, a suspension link 3 and a wheel assembly 4, wherein the load-bearing shaft 2 is fixedly connected to the middle of the frame 1; the suspension link 3 is provided with two groups, which are respectively located on both sides of the frame 1, and the middle position of each group of suspension links 3 is respectively connected to the end of the load-bearing shaft 2.

[0030] The suspension link 3 is in a V-shaped structure, and the V-shaped structure opens upward. Two shock absorbers 5 are arranged below each group of suspension links 3. A shock absorber fixing shaft 6 is arranged below the corresponding load-bearing shaft 2 on the frame 1. One end of the shock absorber 4 is hinged to the shock absorber fixing shaft 6, and the other end is hinged to the suspension link 3 near the end position. The end of the suspension link 3 is fixedly connected with a mounting plate 7. The suspension link in a V-shaped structure can make the center of gravity of the frame close to the ground on the one hand, avoiding the center of gravity of the frame being too high and easy to overturn; on the other hand, the shock absorber can avoid the small buffer between the suspension link and the frame, causing the frame to vibrate. In addition, since the middle position of the suspension link 3 is connected to the load-bearing shaft 2, in order to keep the frame 1 connected to the load-bearing shaft 2 balanced, the suspension link 3 is supported by two shock absorbers below to keep the suspension link 3 and the frame 1 level.

[0031] A set of wheel assemblies 4 are connected below the end of each set of suspension links 3. Figure 3-4 As shown, the wheel assembly 4 includes a horizontal fixing plate 401, a vertical fixing plate 402 and a wheel steering mechanism, the horizontal fixing plate 401 is vertically connected to the vertical fixing plate 402, the wheel steering mechanism includes a first gear 404, a slewing support mechanism and a steering motor 405, the first gear 404 and the slewing support mechanism are both located above the horizontal fixing plate 401, and the axes of the first gear 404 and the slewing support mechanism are perpendicular to the horizontal fixing plate 401, the upper end face of the slewing support mechanism is fixedly connected to the end of the suspension link 3, specifically, the end of the suspension link 3 is provided with a connecting plate 7 for fixing the wheel assembly 4 and the suspension link 3, the side face of the connecting plate 7 is welded and fixed to the end of the suspension link 3, and the lower end face of the connecting plate 7 is fixedly connected to the slewing support mechanism.

[0032] More specifically, the slewing support mechanism includes a second gear 403 and a supporting fixed ring 406, the second gear 403 is annular, and the outer ring surface of the second gear 403 is provided with teeth for meshing, and the upper end surface of the second gear 403 is fixedly connected to the lower end surface of the connecting plate 7 by bolts; the supporting fixed ring 406 is located in the middle of the second gear 403, and the lower end surface of the supporting fixed ring 406 is fixedly connected to the horizontal fixed plate 401 by bolts, the supporting fixed ring 406 and the inner ring surface of the second gear 403 are clearance-fitted, and the supporting fixed ring 406 and the second gear 403 rotate in the circumferential direction; the first gear 404 is located on the side of the outer ring surface of the second gear 403, and the first gear 404 is meshed with the second gear 404; a steering motor 405 is fixedly connected to the lower surface of the horizontal fixed plate 401, and the driving shaft of the steering motor 405 passes through the horizontal fixed plate 401 and is fixedly connected to the axis of the first gear 404.

[0033] More specifically, during the movement of the slewing support mechanism, when the steering motor 405 receives a steering signal and moves, the first gear 404 and the second gear 403 are relatively displaced, and the second gear 403 is fixed to the connecting plate 7, so the first gear 404 rotates along the axis of the second gear 403, thereby driving the horizontal fixing plate 401 connected to the first gear 404 to rotate, thereby causing the wheel assembly 4 to steer. The specific steering angle of the wheel assembly 4 can be controlled by controlling the action time and action speed of the steering motor 405.

[0034] In order to achieve accurate control of the steering angle of the wheel assembly 4, an angle sensor 412 for monitoring the steering angle of the wheel is provided in the wheel assembly 4. More specifically, the angle sensor 412 is located in the middle of the supporting fixing ring 406. In order to facilitate accurate measurement of the steering angle of the wheel assembly, the angle sensor 412, the supporting fixing ring 406 and the second gear 403 are coaxially arranged. In order to fix the angle sensor 412, a first supporting frame 413 is provided on the upper end face of the second gear. The upper end face of the angle sensor 412 is fixed to the middle position of the lower surface of the first supporting frame 413; the lower end face of the supporting fixing ring 406 is fixedly connected to the second supporting frame 414, and the second supporting frame 414 is fixedly connected to the lower end face of the angle sensor 412.

[0035] The angle sensor 412 is used to measure the rotation angle between the supporting fixed ring and the second gear 403. The angle sensor installed in each wheel assembly can monitor the rotation angle of the current wheel, and cooperate with the steering motor to accurately adjust the steering angle of each wheel, so as to realize the vehicle driving or steering in any direction. More specifically, the angle sensor 412 includes a first rotating component and a second rotating component. The measurement principle is to indirectly measure the steering angle of the wheel assembly 4 by the relative rotation displacement generated between the first rotating component and the second rotating component when the first rotating component and the second rotating component are coaxially arranged. As for how to measure the rotation displacement of the two, the existing technology can be used, such as changing the voltage or current by the displacement of the first rotating component and the second rotating component. The first rotating component of the angle sensor 412 is fixedly connected to the first supporting frame, and the second rotating component of the angle sensor 412 is fixedly connected to the second supporting frame.

[0036] The vertical fixing plate 402 is provided with a wheel shaft 407, the axis of which is perpendicular to the plane of the vertical fixing plate 402, and the wheel shaft 407 is installed through the vertical fixing plate 402, and the wheel shaft 407 rotates along the circumference of the wheel shaft. One end of the wheel shaft 407 located inside the vertical fixing plate 402 is fixedly connected to the wheel 408, and one end of the wheel shaft 407 located outside the vertical fixing plate 402 is fixedly connected to the first sprocket 409.

[0037] A travel motor 410 is provided above the wheel 408, and the travel motor 410 is fixedly installed on the inner side of the vertical fixing plate 402. The drive shaft of the travel motor 410 extends through and to the outer side of the vertical fixing plate 402, and a second sprocket 411 is fixedly connected to the end of the drive shaft of the travel motor 410. The rotation planes of the first sprocket 409 and the second sprocket 411 are vertically overlapped, and the first sprocket 409 and the second sprocket 411 are connected by a transmission chain, which can transmit the power of the drive motor to the wheel, thereby keeping the wheel rotating and changing the rotation direction.

[0038] The vehicle has multiple driving modes during driving, especially 360° steering and 360° directional translation. Traditional steering vehicles steer by controlling the two front wheels of the vehicle, and when the vehicle translates, its translation direction is mostly forward and backward translation, and the left and right directions are achieved by steering the two front wheels. Its turning radius is large. When the vehicle is driving in some narrow environments, the driving action is limited. However, each wheel of the vehicle in this embodiment can perform 360° steering. By adjusting the steering angles of the four wheels, the vehicle can perform 360° steering in place, greatly reducing the steering radius requirements, and is more suitable for narrow environments. When the current vehicle translates, the steering angles of the four wheels can be adjusted to be consistent to achieve 360° translation in any direction.

[0039] When the vehicle travels on a rough road, the suspension link 3 can swing around the load-bearing shaft 2 to keep the wheels in full contact with the ground. At the same time, the shock absorber 5 can keep the vehicle body stable and reduce the vibration caused by the swing of the suspension link, making the vehicle travel more stably.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A multi-angle driving vehicle, characterized in that: The invention comprises a vehicle frame, a load-bearing shaft, a suspension link and a wheel assembly, wherein the load-bearing shaft is fixedly connected to the middle of the vehicle frame, and two groups of suspension links are provided, which are respectively located on both sides of the vehicle frame, and the middle position of each group of suspension links is respectively connected to the end of the load-bearing shaft; a group of wheel assemblies are connected below the end of each group of suspension links, and the wheel assembly comprises a horizontal fixing plate, a vertical fixing plate and a wheel steering mechanism, wherein the horizontal fixing plate is vertically connected to the vertical fixing plate, and the wheel steering mechanism comprises a first gear, a slewing support mechanism and a steering motor, and the slewing support mechanism is located above the horizontal fixing plate, and the slewing support mechanism The axially vertical horizontal fixed plate, the slewing bearing mechanism is fixedly connected to the end of the suspension connecting rod; the slewing bearing mechanism includes a second gear and a supporting fixing ring, the upper surface of the horizontal fixed plate is fixedly connected to the supporting fixing ring, the supporting fixing ring and the second gear are fixed by a clearance fit, and the supporting fixing ring and the second gear maintain circumferential rotation; the first gear is located on the side of the second gear, and the first gear and the second gear are meshed; the lower surface of the horizontal fixed plate is fixedly connected to a steering motor, and the driving shaft of the steering motor passes through the horizontal fixed plate and is fixedly connected to the axis of the first gear; The vertical fixing plate is provided with a wheel shaft, and the wheel shaft is fixed to the vertical fixing plate along the axial direction of the wheel shaft. The wheel shaft and the vertical fixing plate rotate along the circumferential direction of the wheel shaft; The wheel shaft has one end located inside the vertical fixing plate and is fixedly connected to the wheel. One end of the outer side is fixedly connected to the first sprocket; A travel motor is fixedly connected to the inner side of the vertical fixed plate, and the travel motor is located above the wheel; The driving shaft of the traveling motor extends outward from the vertical fixing plate, and the end of the driving shaft of the traveling motor is fixedly connected to the first Second sprocket; The rotation planes of the first sprocket and the second sprocket are vertically overlapped; An angle sensor is provided at the center of the support fixing ring, and the angle sensor is used to measure the angle between the support fixing ring and the second gear. The rotation angle between the wheels; The suspension connecting rod is in a V-shaped structure, and the opening of the V-shaped structure faces upward. Two shock absorbers are arranged under each group of suspension connecting rods.

2. The multi-angle driving vehicle according to claim 1, characterized in that: A shock absorber fixing shaft is arranged below the corresponding load-bearing shaft on the vehicle frame. One end of the shock absorber is hinged to the shock absorber fixing shaft, and the other end is hinged to the suspension connecting rod near the end position.

3. The multi-angle driving vehicle according to claim 2, characterized in that: The end of the suspension link is fixedly connected with a mounting plate, and the lower surface of the mounting plate is bolted to the end face of the first gear.

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