A structure for multi-directional driving and steering of a four-wheeled vehicle

Abstract

The invention discloses a structure for multi-directional driving and steering of a four-wheel vehicle, comprising a frame and a mounting frame: used for mounting a first transmission part and a second transmission part, fixedly arranged on the frame; the first transmission part: used for driving power transmission, and connected to the mounting frame; the second transmission part: used for steering power transmission, and connected to the mounting frame; the third transmission part: used for transmitting driving power and steering power at the same time, and connected to the first transmission part and the second transmission part; the fourth transmission part: used for driving power transmission, and connected to the bottom of the third transmission part; a mounting seat: used for mounting the fourth transmission part, connected to the mounting frame through a shock absorber; a driving power input shaft connected to the first transmission part and a steering power input shaft connected to the second transmission part are arranged on the mounting frame; a driving power output shaft is arranged on the fourth transmission part; the disadvantage that the cooperation of the automobile driving steering system in the prior art cannot achieve large-angle steering is overcome.

Description

Technical Field

[0001] The invention relates to the technical field of automobile equipment, in particular to a structure used for multi-directional driving and steering of a four-wheel vehicle. Background Art

[0002] In the power system of a car, there are two key systems, namely the driving power system and the steering power system. The driving power system is provided with power output by the engine, and then the power is transmitted to the wheel hub through the speed change and transmission mechanism to drive the wheel to rotate, thereby driving the car body to move forward. The steering power system is to manually control the rotation of the steering wheel, and then transmit the power to the steering rod through the transmission mechanism to pull the wheel to turn. The driving power system of the car is divided into front-wheel drive, rear-wheel drive and four-wheel drive according to the driving mode. Regardless of the type of drive, when used in conjunction with the steering power system, the requirements of the two not affecting each other must be met. In the prior art, there are already very mature driving power systems and steering power systems for coordinated use. However, the existing driving power systems and steering power systems have dead points during use, and it is impossible to achieve a large angle of steering during driving. This is limited by the structural characteristics of the driving structure and the steering structure. In some special requirements and workplaces, it is necessary to achieve lateral movement, steering and U-turn within a smaller range, or even U-turn on the spot, which cannot be achieved by the existing automobile driving and steering structures. Summary of the invention

[0003] The purpose of the present invention is to overcome the disadvantage that the cooperation of the automobile driving steering system in the prior art cannot achieve large angle steering, and to provide a structure for multi-directional driving and steering of a four-wheeled vehicle.

[0004] The objective of the present invention is achieved through the following technical solutions: A structure for multi-directional driving and steering of a four-wheeled vehicle, comprising a frame and a mounting frame: used for mounting a first transmission part and a second transmission part, fixedly arranged on the frame; a first transmission part: used for transmitting driving power, and connected on the mounting frame; a second transmission part: used for transmitting steering power, and connected on the mounting frame; a third transmission part: used for transmitting driving power and steering power at the same time, and connected on the first transmission part and the second transmission part; a fourth transmission part: used for transmitting driving power, and connected below the third transmission part; a mounting seat: used for mounting the fourth transmission part, connected to the mounting frame through a shock absorber; a driving power input shaft is provided on the mounting frame to be connected to the first transmission part, and a steering power input shaft is provided to be connected to the second transmission part; a driving power output shaft is provided on the fourth transmission part.

[0005] Preferably, the mounting frame is configured as an inverted U-shaped frame, and a shock absorber mounting portion for mounting the shock absorber is provided on the top thereof; the first transmission portion is arranged on the U-shaped inner portion of the mounting frame via a first transmission shaft; the second transmission portion is arranged on the U-shaped inner portion of the mounting frame via a second transmission shaft; the first transmission shaft is arranged in parallel with the second transmission shaft.

[0006] Preferably, the first transmission part is configured as a gear box, and a third transmission shaft is arranged inside the gear box, the third transmission shaft is connected to the first transmission shaft through bevel gears, and the first transmission shaft is connected to the driving power input shaft; the second transmission part is configured as a gear box, and a fifth transmission shaft is arranged inside the gear box, the fifth transmission shaft is connected to the second transmission shaft through bevel gears, and the second transmission shaft is connected to the steering power input shaft.

[0007] Preferably, the third transmission part is configured as a gear box, and the interior of the third transmission part is divided into two parts, the upper part of the third transmission part is connected to the first transmission part through a fourth transmission shaft; the lower part of the third transmission part is connected to the second transmission part through a sixth transmission shaft; the fourth transmission shaft is connected to the third transmission shaft through a bevel gear; the sixth transmission shaft is connected to the fifth transmission shaft through a bevel gear.

[0008] Preferably, an eighth transmission shaft is arranged inside the third transmission part, and the upper part of the eighth transmission shaft is connected to the fourth transmission shaft through a bevel gear; the bottom of the eighth transmission shaft extends out of the third transmission part and is connected to the gear box seat; a rotating sleeve is arranged at the lower part of the eighth transmission shaft, a bevel gear is arranged on the rotating sleeve and is connected to the sixth transmission shaft through the bevel gear; the third transmission part and the gear box seat are extended out from the bottom of the rotating sleeve and a connecting flange is arranged in connection, and the connecting flange is fixedly connected to the fourth transmission part.

[0009] Preferably, the fourth transmission part is configured as a gear box, and the eighth transmission shaft is transferred into the fourth transmission part and connected to the driving power output shaft via a bevel gear.

[0010] Preferably, the mounting seat is configured as a U-shaped seat, the mounting seat is connected inside the mounting seat via an eighth transmission shaft, and a shock absorber mounting seat for mounting a shock absorber is provided on the outer side of the mounting seat.

[0011] Preferably, a ninth transmission shaft is arranged at the upper inner part of the third transmission part, and the ninth transmission shaft is respectively connected to the fourth transmission shaft and the eighth transmission shaft through bevel gears; a tenth transmission shaft is arranged at the lower inner part of the third transmission part, and the tenth transmission shaft is respectively connected to the rotating sleeve and the sixth transmission shaft through bevel gears.

[0012] Preferably, a connecting frame is arranged on one side of the mounting frame, and the connecting frame is connected to one side of the third transmission part through the fourth transmission shaft and the sixth transmission shaft respectively.

[0013] Preferably, a fifth gearbox is arranged on the mounting frame, and a fourth gearbox is arranged at the lower part of the mounting frame; the first transmission shaft is connected to the fourth gearbox; the second transmission shaft is connected to the fifth gearbox; the driving power input shaft is connected to the fifth gearbox, and the steering power input shaft is connected to the fourth gearbox.

[0014] The present invention has the following advantages: the present invention adopts a brand-new driving power transmission and rotational power transmission, and the combined use of the two is also a brand-new connection structure. Through this structure, the dead point of steering during the driving process of existing vehicles can be eliminated, and at least 180-degree steering can be achieved without affecting the output of driving power, overcoming the shortcoming that the cooperation of the automobile driving steering system in the prior art cannot achieve larger angle steering; this structure can realize the functions of lateral movement, steering and U-turn of the vehicle within a smaller range, and even U-turn on the spot, and can adapt to various complex environmental road conditions to escape from difficulties. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the transmission mechanism of the present invention.

[0016] Figure 2 It is a schematic diagram of the structure of the present invention.

[0017] Figure 3 It is a stepped cross-sectional view taken along line AA of the present invention.

[0018] Figure 4 It is a BB sectional view of the present invention.

[0019] Figure 5 It is a CC sectional view of the present invention.

[0020] Figure 6 It is a DD sectional view of the present invention.

[0021] In the figure, a vehicle frame (1), a driving power input shaft (23), a steering power input shaft (24), a mounting frame (2), a first transmission shaft (21), a second transmission shaft (22), a shock absorber mounting portion (3), a shock absorber (4), a gear box seat (5), a first transmission portion (6), a third transmission shaft (61), a fourth transmission shaft (62), a second transmission portion (7), a fifth transmission shaft (71), a sixth transmission shaft (72), a third transmission portion (8), an eighth transmission shaft (81), a ninth transmission shaft (82), a tenth transmission shaft (83), a second gear box (9), a driving power output shaft (10), a connecting flange (11), a connecting frame (12), a rotating sleeve (13), a fourth gear box (14), and a fifth gear box (15). DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0023] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. 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.

[0024] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0025] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it is not necessarily preferred to be defined and explained in the subsequent drawings.

[0026] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or the positions or positional relationships in which the product of the invention is usually placed when in use, or the positions or positional relationships commonly understood by those skilled in the art, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0027] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0028] As shown in the figure, a structure for multi-directional driving and steering of a four-wheeled vehicle includes the original frame 1. Of course, the frame can also be redesigned. The specific improvement of this device is to provide a new linkage mechanism for driving transmission and steering transmission of the four-wheeled vehicle to realize the functions of turning the vehicle in place, driving diagonally and moving horizontally. In the whole process, the whole set of technical solutions is completed by mechanical structure design to maximize the reliability of technical use. Of course, other auxiliary power systems can also be used to assist in the completion. This structure is not limited to the applicability of mechanical transmission structures, but can also be applied to other power-assisted driving and steering transmission. Specifically, other transmission components are also included in this structure. Specifically as follows: Mounting frame 2: used to install the first transmission part 6 and the second transmission part 7, fixedly set on the frame 1, can be fixed on the frame 1 by welding, or can be fixedly connected to the frame 1 by a detachable bolt structure, and selected according to the actual vehicle model and vehicle driving requirements. The first transmission part 6: used for driving power transmission, the transfer is set on the mounting frame 2, and its function is to transmit the output power of the engine. The second transmission part 7 is used for steering power transmission, and is connected to the mounting frame 2. Its function is to transmit the power of steering wheel rotation. In the drawings of this embodiment, only the basic steering transmission is disclosed. For more convenient or convenient control, this structure can also be used in combination with the existing steering auxiliary steering power. Specifically, the output end of the existing auxiliary steering power is connected to the steering power output shaft of the second transmission part 2 through a gear. The third transmission part 8 is used to transmit the driving power and the steering power at the same time. The focus of this structure is on the third transmission part 8. The most important thing is to transmit the driving power and the steering power at the same time, so that the power output of the steering power does not affect the output of the driving power during the driving power transmission of the vehicle. In particular, the steering direction of this application is at least between 90 degrees and 180 degrees. The existing steering structure cannot reach this steering angle. This structure can overcome the dead point of the existing mechanism to achieve free driving transmission and rotation transmission. Specifically, the third transmission part 8 is connected to the first transmission part 6 and the second transmission part 7 at the same time. The fourth transmission part 9 is used for driving power transmission. It is set below the third transmission part 8. In fact, it is already the end of the power transmission. A driving power output shaft 10 is set on the fourth transmission part 9. When the wheels are installed on the power output shaft 10, the driving power can be converted into driving. The mounting seat 5 is used to install the fourth transmission part 9 and is connected to the mounting frame 2 through the shock absorber 4. In the whole structure, the support and shock absorption functions need to be considered. The structure still uses the shock absorber 4 for support and shock absorption.Of course, the mounting seat 5 is also used to install other components, such as the brake system, etc. Of course, these systems still need to be redesigned, and are not required to be protected in this application. The device is provided with a driving power input shaft 23 on the mounting frame 2 and connected to the first transmission part 6 for power input; a steering power input shaft 24 is provided to connect the second transmission part 7 for power input. In this structure, power is input on the mounting frame 2, and its power is still provided by the engine, and then, after speed adjustment through other power transmission structures and corresponding gearboxes, it is connected to the corresponding input shaft to complete the power input.

[0029] In another embodiment, the present application provides at least one specific structure of the mounting frame 2, one of which is to set it as an inverted U-shaped frame, with the opening downwardly mounted on the frame 1, and a shock absorber mounting portion 3 for mounting the shock absorber 4 is arranged on the top, and then the first transmission portion 6 is transferred and arranged on the U-shaped inner part of the mounting frame 2 through the first transmission shaft 21; the second transmission portion 7 is transferred and arranged on the U-shaped inner part of the mounting frame 2 through the second transmission shaft 22; the first transmission shaft 21 and the second transmission shaft 22 are arranged parallel to each other up and down. In this way, the first transmission portion 6 and the second transmission portion 7 can be rotated to a certain extent on the mounting frame 2 through the rotating shaft. Another structure is to adopt a groove type, and the first transmission shaft 21 and the second transmission shaft 22 are transferred in the groove through the rotating shaft, so that the tail protection performance on the first transmission shaft 21 and the second transmission shaft 22 is better. Of course, other mounting frames 2 can be used as long as they can meet the structure that can transfer the first transmission shaft 21 and the second transmission shaft 22 thereon through the rotating shaft.

[0030] In another embodiment, the structure provides at least one first transmission part 6 and a second transmission part 7. In this embodiment, the first transmission part 6 is set as a gearbox, which is set in a long cylindrical shape, and then the third transmission shaft 61 is set in the gearbox, and the third transmission shaft 61 is connected to the first transmission shaft 21 through a bevel gear to transmit power. In this embodiment, one transmission method is to connect the first transmission shaft 21 with the driving power input shaft 23; another method is to directly connect the first transmission shaft 21 as the driving power input shaft with other power output shafts such as the gearbox. Similarly, because the first transmission shaft 21 and the second transmission shaft 22 are arranged in parallel up and down, the second transmission part 7 is also set as a gearbox, which is also in a long cylindrical shape, and then the fifth transmission shaft 71 is set in the gearbox, and the fifth transmission shaft 71 is connected to the second transmission shaft 22 through a bevel gear. Similarly, in this embodiment, one transmission method is to connect the second transmission shaft 22 with the steering power input shaft 24; another method is to directly use the second transmission shaft 22 as the steering power input shaft, and then connect it to the reverse plate through other power transmission mechanisms. In the present device, another structure of the first transmission part 6 and the second transmission part 7 is to set them as dumbbell-shaped boxes, with gear boxes at both ends and a column in the middle for connection and support, which saves more materials.

[0031] In another embodiment, a specific third transmission part 8 is provided. The third transmission part 8 is configured as a gear box, and the interior of the third transmission part 8 is divided into an upper and lower part, which can be separated by a plate in the middle. The upper part of the third transmission part 8 is connected to the first transmission part 6 through the fourth transmission shaft 62 for power transmission. The lower part of the third transmission part 8 is connected to the second transmission part 7 through the sixth transmission shaft 72 for power transmission. The fourth transmission shaft 62 is connected to the third transmission shaft 61 through a bevel gear; the sixth transmission shaft 72 is connected to the fifth transmission shaft 71 through a bevel gear. In this embodiment, since the first transmission part 6 and the second transmission part 7 are arranged in parallel up and down and are connected on the mounting frame 2, the third transmission part 8 connected thereto must also be rotatable, thus forming a parallelogram that can move up and down relatively, which is convenient for shock absorption and also to avoid the problem of jamming.

[0032] In another embodiment, an eighth transmission shaft 81 is connected in the third transmission part 8 to transmit power, and the upper part of the eighth transmission shaft 81 is connected to the fourth transmission shaft 62 through a bevel gear to transmit driving power. The bottom of the eighth transmission shaft 81 extends out of the third transmission part 8 and is connected to the gear box seat 5 to provide another support for the entire third transmission part 8; the lower part of the eighth transmission shaft 81 is connected to a rotating sleeve 13, and a bevel gear is set on the rotating sleeve 13 and connected to the sixth transmission shaft 72 through a bevel gear to transmit steering power. The bottom of the rotating sleeve 13 extends out of the third transmission part 8 and the gear box seat 5 and is connected to a connecting flange 11, which is fixedly connected to the fourth transmission part 9. In this way, the third transmission part 8 can provide driving power output and steering power output at the same time. Finally, the fourth transmission part 9 is set as a gear box, and the eighth transmission shaft 81 is connected in the fourth transmission part 9 and connected to the driving power output shaft 10 through a bevel gear.

[0033] In another embodiment, a mounting seat 5 is provided, and the mounting seat 5 is set as a U-shaped seat, and the mounting seat 5 is connected to the mounting seat 5 through the eighth transmission shaft 81, and a shock absorber mounting seat for mounting the shock absorber 4 is provided on the outer side of the mounting seat 5. Such a mounting seat can at least provide 180 degrees of turning space for the fourth transmission part 9. Another mounting seat 5 that can provide 360 ​​degrees of turning space is to set the mounting seat 5 in an L shape, one end of the mounting seat 5 can be connected to the third transmission part 8, and the bottom of the mounting seat 5 is completely left empty, so that the fourth transmission part 9 can rotate at any angle below the mounting seat 5.

[0034] In another embodiment, in order to regulate the rotation direction and to disperse the supporting force, a ninth transmission shaft 82 is arranged at the upper inner part of the third transmission part 8, and the ninth transmission shaft 82 is respectively connected to the fourth transmission shaft 62 and the eighth transmission shaft 81 through bevel gears; a tenth transmission shaft 83 is arranged at the lower inner part of the third transmission part 8, and the tenth transmission shaft 83 is respectively connected to the rotating sleeve 13 and the sixth transmission shaft 72 through bevel gears.

[0035] In another embodiment, in order to facilitate the force symmetry of the entire structure, a connecting frame 12 is provided on one side of the mounting frame 2, and the connecting frame 12 is connected to one side of the third transmission part 8 through the fourth transmission shaft 62 and the sixth transmission shaft 72 respectively.

[0036] In another embodiment, the present structure can be applied to a single front drive or rear drive, and can also be used with four-wheel drive. When used for four-wheel drive, a structure capable of driving simultaneously is to set a fifth gearbox 15 on the mounting frame 2, and a fourth gearbox 14 at the lower part of the mounting frame 2, wherein the first transmission shaft 21 is transferred to the fourth gearbox 14; the second transmission shaft 22 is transferred to the fifth gearbox 15; the driving power input shaft 23 is transferred to the fifth gearbox 15, and the steering power input shaft 24 is transferred to the fourth gearbox 14. In this way, the two power input shafts can be changed in direction through the two gearboxes, and then the front and rear groups of the present structure can be connected through the transmission shaft by setting other direction-changing gearboxes on the frame to realize that one engine four-wheel drive drives driving and steering at the same time.

[0037] In this application, the rotation positions of the shaft connections are all provided with bearings, which are not shown in the drawings of the specification. The prior art of using bearings to assist the rotation is not described in detail in this application, but it cannot be understood that the rotation positions of this application do not use bearings to assist the rotation. At the same time, the gearbox of this application cannot be understood as the gearbox as shown in the attached drawings of the specification. Figure 1 The gearboxes that are not completely hollow, but are configured according to the characteristics of gear transmission, should all fall within the protection scope of the gearbox of this application. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] In this device, the conventional direction control mechanism of the vehicle is used, and the front and rear axle steering mechanisms of the vehicle are connected through a conventional shaft transmission mechanism in the middle, and the direction control mechanism is provided with two output shafts and an input shaft. The input shaft is connected to the steering wheel. The two output shafts are respectively connected to the steering mechanisms of the front and rear axles, that is, the steering power input shaft 24 of the present application, so that simultaneous steering can be achieved. A direction control method of the present device is to set the direction control mechanism with four gears, and then convert the direction control mechanism into four gears through a mechanism change structure, such as the gear change structure of a car. The first gear is to control the two output shafts to work in the same direction, the two wheels of the front axle rotate in the same direction, and the two wheels of the rear axle rotate in the same direction, but the steering of the two wheels of the front axle and the two wheels of the rear axle is opposite, and the function of controlling the normal forward, backward and in-situ U-turn of the vehicle is used. In complex environment and road conditions, the second gear can be used, the two output shafts of the control box work in reverse, the four-wheel steering of the front axle and the rear axle is the same, and the vehicle oblique and lateral movement functions are used. On tanks or special vehicles, three and four gears can be configured. The three gears can lock the output shaft of the rear axle of the steering control box, and only the front axle steering control (front direction control) can be operated. The four gears can lock the output shaft of the front axle of the steering control box, and only the rear axle steering control (rear direction control) can be operated. Such functions can make it easier for vehicles to get out of trouble in more complex road conditions. However, when switching between gears, for safety reasons, the vehicle must be stationary to complete the change. And the vehicle's on-site U-turn, diagonal and lateral movement functions can only be effectively used in low-speed gears.

[0039] One suspension power transmission method of this structure is to complete the transmission function by using three sets of differentials. The output shaft at one end of the first set of differentials rotates to the input end of the second set of differentials, which is responsible for the two-wheel drive of the front axle. The output shaft at the other end of the first set of differentials rotates to the input end of the third set of differentials, which is responsible for the two-wheel drive of the rear axle.

[0040] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A structure for multi-directional driving and steering of a four-wheeled vehicle, comprising a frame (1), characterized in that: The vehicle also comprises a mounting frame (2) for mounting a first transmission part (6) and a second transmission part (7), and being fixedly mounted on the vehicle frame (1); the first transmission part (6) for transmitting driving power and being connected to the mounting frame (2); the second transmission part (7) for transmitting steering power and being connected to the mounting frame (2); the third transmission part (8) for transmitting driving power and steering power at the same time and being connected to the first transmission part (6) and the second transmission part (7); the fourth transmission part (9) for transmitting driving power and being connected to the lower part of the third transmission part (8); the mounting seat (5) for mounting the fourth transmission part (9) and being connected to the mounting frame (2) via the shock absorber (4); the mounting frame (2) is provided with a driving power input shaft (23) connected to the first transmission part (6), and a steering power input shaft (24) connected to the second transmission part (7); the fourth transmission part (9) is provided with a driving power output shaft (10); The first transmission part (6) is configured as a gear box, a third transmission shaft (61) is provided inside the gear box, the third transmission shaft (61) is connected to the first transmission shaft (21) via a bevel gear, and the first transmission shaft (21) is connected to the driving power input shaft (23); the second transmission part (7) is configured as a gear box, a fifth transmission shaft (71) is provided inside the gear box, the fifth transmission shaft (71) is connected to the second transmission shaft (22) via a bevel gear, and the second transmission shaft (22) is connected to the steering power input shaft (24); The third transmission part (8) is configured as a gear box. The third transmission part (8) is internally divided into an upper and lower part. The upper part of the third transmission part (8) is connected to the first transmission part (6) via a fourth transmission shaft (62); the lower part of the third transmission part (8) is connected to the second transmission part (7) via a sixth transmission shaft (72); the fourth transmission shaft (62) is connected to the third transmission shaft (61) via a bevel gear; and the sixth transmission shaft (72) is connected to the fifth transmission shaft (71) via a bevel gear. An eighth transmission shaft (81) is disposed in the third transmission part (8), and an upper portion of the eighth transmission shaft (81) is connected to the fourth transmission shaft (62) via a bevel gear; The bottom of the eighth transmission shaft (81) extends out of the third transmission part (8) and is connected to the gear box seat (5); a rotating sleeve (13) is connected to the lower part of the eighth transmission shaft (81), a helical gear is provided on the rotating sleeve (13) and is connected to the sixth transmission shaft (72) via the helical gear; the bottom of the rotating sleeve (13) extends out of the third transmission part (8) and the gear box seat (5) and is connected to a connecting flange (11), and the connecting flange (11) is fixedly connected to the fourth transmission part (9).

2. A structure for multi-directional driving and steering of a four-wheeled vehicle according to claim 1, characterized in that: The mounting frame (2) is arranged as an inverted U-shaped frame, and a shock absorber mounting portion (3) for mounting a shock absorber (4) is arranged on the top thereof; the first transmission portion (6) is arranged on the U-shaped interior of the mounting frame (2) via a first transmission shaft (21); the second transmission portion (7) is arranged on the U-shaped interior of the mounting frame (2) via a second transmission shaft (22); and the first transmission shaft (21) and the second transmission shaft (22) are arranged in parallel.

3. The structure for multi-directional driving and steering of a four-wheeled vehicle according to claim 1, characterized in that: The fourth transmission part (9) is configured as a gear box, and the eighth transmission shaft (81) is connected inside the fourth transmission part (9) and is connected to the travel power output shaft (10) via a helical gear.

4. The structure for multi-directional driving and steering of a four-wheeled vehicle according to claim 1, characterized in that: A ninth transmission shaft (82) is arranged at the upper part of the interior of the third transmission part (8), and the ninth transmission shaft (82) is respectively connected to the fourth transmission shaft (62) and the eighth transmission shaft (81) through helical gears; a tenth transmission shaft (83) is arranged at the lower part of the interior of the third transmission part (8), and the tenth transmission shaft (83) is respectively connected to the rotating sleeve (13) and the sixth transmission shaft (72) through helical gears.

5. The structure for multi-directional driving and steering of a four-wheeled vehicle according to claim 1, characterized in that: A connecting frame (12) is arranged on one side of the mounting frame (2), and the connecting frame (12) is connected to one side of the third transmission part (8) via a fourth transmission shaft (62) and a sixth transmission shaft (72).

6. The structure for multi-directional driving and steering of a four-wheeled vehicle according to claim 1, characterized in that: A fifth gearbox (15) is arranged on the mounting frame (2), and a fourth gearbox (14) is arranged at the bottom of the mounting frame (2); the first transmission shaft (21) is connected to the fourth gearbox (14); the second transmission shaft (22) is connected to the fifth gearbox (15); the driving power input shaft (23) is connected to the fifth gearbox (15), and the steering power input shaft (24) is connected to the fourth gearbox (14).

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