Parallel walking system and mobile platform device comprising the same

Abstract

The present invention discloses a parallel walking system and a mobile platform device comprising the same, belonging to a steering system for portable devices, portable platforms and the like, allowing each wheel train to be controlled in a mutually parallel and synchronized manner. The parallel walking system comprises a first articulated link assembly and a second articulated link assembly, both of which are relatively slidable, and each of the link assemblies comprises a pair of longitudinal links for eccentric articulation with a corresponding pair of wheel train assemblies. The first and second articulated link assemblies are installed in a hollow chassis, the wheel train assemblies are installed on the hollow chassis, their respective rolling wheels are installed outside the hollow chassis, and their respective eccentric crank arms are installed inside the hollow chassis. At least one linear power unit is further included for selectively driving the sliding movement of the first articulated link assembly relative to the second articulated link assembly. The parallel walking system can realize the synchronous, instantaneous and parallel rotation of each wheel.

Description

Technical Field

[0001] The present invention relates to the field of steering systems, in particular to a parallel travel system for simultaneously controlling the mutual parallel steering of single wheels and a mobile platform device comprising the same. Background Art

[0002] A wide variety of portable mobile lifting equipment, handling equipment, and similar devices are used across many different industries. To facilitate mobility, such equipment is often mounted on wheels. However, the loads they carry can be heavy and unbalanced. Therefore, the ability to steer the equipment is essential not only for ease of operation but also for stability. While many steering systems are known for lifting, handling, and similar devices, these are typically designed for two-wheel drive vehicles and therefore do not provide for simultaneous steering of all wheels. Given the heavy and unbalanced loads often carried by such equipment, particularly in industrial applications, simultaneous rotation of all wheels is essential for optimal stability.

[0003] Furthermore, conventional carriers and mobile mechanisms have limited flexibility when translating in any direction and struggle to rotate within a minimal rotation radius. For example, in a narrow parking lot, a vehicle carrying a heavy load can typically only move back and forth in one direction, with minimal angular deviation, and cannot make the sharp turns necessary for entering, exiting, and repositioning. Furthermore, attempting such maneuvers can cause the load to shift due to inertia, often to the point where the entire vehicle can become unbalanced. Therefore, a parallel travel system is needed to address these issues. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a parallel walking system, which can be used for the steering system of portable devices, portable vehicle platforms, etc., and can control each wheel in a parallel and simultaneous manner to achieve synchronous, instantaneous and parallel rotation directions of each wheel.

[0005] To solve the above-mentioned technical problems, the present invention provides a parallel travel system suitable for use in steering systems of portable devices, portable vehicle platforms, and the like, capable of controlling each wheel in parallel and simultaneously. The parallel travel system comprises a first articulated link assembly and a second articulated link assembly. The first articulated link assembly comprises a first central crossbar, a first longitudinal link, and a second longitudinal link, wherein the first longitudinal link is fixed to the first end of the first central crossbar and extends longitudinally therefrom, and the second longitudinal link is fixed to the second end of the first central crossbar and extends longitudinally therefrom. Similarly, the second articulated link assembly comprises a second central crossbar, a third longitudinal link, and a fourth longitudinal link, wherein the third longitudinal link is fixed to the first end of the second central crossbar and extends longitudinally therefrom, and the fourth longitudinal link is fixed to the second end of the second central crossbar and extends longitudinally therefrom. The second central crossbar is slidably mounted on the first central crossbar of the first articulated link assembly. The first longitudinal link and the second longitudinal link can extend in parallel and in opposite directions from the first central crossbar, and similarly, the third longitudinal link and the fourth longitudinal link can also extend in parallel and in opposite directions from the second central crossbar. The lengths of the first, second, third and fourth longitudinal links are adjustable.

[0006] An eccentric steering crankpin is hinged to the first center crossbar of the first articulated link assembly, simultaneously rotating the first and second articulated link assemblies. The system also includes first, second, third, and fourth wheel train assemblies. Each of the first, second, third, and fourth wheel train assemblies includes a steering yoke, a roller mounted on the steering yoke and rotatable along the steering yoke, a motorized slip ring mounted on the steering yoke, a kingpin positioned axially along the motorized slip ring, and an eccentric crank arm having first and second opposing ends, the first end being fixed to the upper end of the kingpin, and the second end being adapted to receive the roller crankpin. The free end of the first longitudinal link is hinged to the roller crankpin of the first wheel train assembly, the free end of the second longitudinal link is hinged to the roller crankpin of the second wheel train assembly, the free end of the third longitudinal link is hinged to the roller crankpin of the third wheel train assembly, and the free end of the fourth longitudinal link is hinged to the roller crankpin of the fourth wheel train assembly. Each of the first, second, third, and fourth gear train assemblies may further include a follower rotating disc disposed between the upper end of the electric slip ring and the eccentric crank arm. Each gear train may be any suitable type of wheel, including but not limited to a self-propelled electric wheel, a self-steering and / or self-driving Mecanum wheel, or the like.

[0007] The first and second articulated link assemblies are disposed within a hollow chassis. The first, second, third, and fourth gear train assemblies are mounted on the hollow chassis such that their respective wheels are mounted on the exterior of the hollow chassis and their respective eccentric crank arms are mounted on the interior of the hollow chassis. At least one linear power unit is employed to selectively drive a first central crossbar of the first articulated link assembly to slide relative to a second central crossbar of the second articulated link assembly.

[0008] Additionally, first, second, third, and fourth steering brakes may be mounted within the hollow chassis to selectively apply braking to the angular steering movement of the first, second, third, and fourth wheel train assemblies, respectively.

[0009] In one embodiment, the eccentric steering crank is a steering crank pin, and the parallel travel system further includes a rotational drive device, a first drive gear coupled to the rotational drive device, a second transmission gear meshing with the first drive gear, and a third transmission gear meshing with the second transmission gear. The steering crank pin is eccentrically mounted on the third transmission gear. In this embodiment, a clutch is configured to selectively disengage the second transmission gear from the first drive gear and the third transmission gear, thereby stopping rotation of the steering crank pin when the clutch is actuated.

[0010] In another embodiment, the eccentric steering crank is driven by a steering drive that transmits the rotational motion of the steering gear to the eccentric steering crank. Alternatively, a hollow platform can be mounted on at least two of the parallel traveling systems to form a mobile platform device, wherein the hollow chassis is mounted on the outside of the hollow platform and the steering gear is mounted on the inside of the hollow platform. In this embodiment, an endless chain can be rotatably connected to the steering gears of the at least two parallel traveling systems to drive them to steer simultaneously. A chain tensioner can be installed in the hollow platform to selectively adjust the tightness of the endless chain. One of the steering gears of the at least two parallel traveling systems can be directly driven by a steering wheel or similar device.

[0011] In a further embodiment, at least two parallel travel systems can be mounted on a platform having at least one circular track. The at least two parallel travel systems are articulated and slide along the circular track at fixed angular positions relative to each other. For example, concentric inner and outer circular tracks can be provided. In this embodiment, each parallel travel system has an independent steering system, but they are fixedly connected to the platform. Each parallel travel system can include a remotely controlled steering drive assembly, motor, or similar device that operates simultaneously to drive each parallel travel system to rotate synchronously, instantaneously, and in parallel. Each steering drive assembly can be connected to an angle sensor to monitor and control the rotation angle of the corresponding eccentric steering crank. Thus, each connected parallel travel system can monitor its own rotation angle and make any necessary error corrections to accurately position itself relative to the other parallel travel systems connected by the platform. It should be noted that any suitable type of remote control can be used, and the remote control can also be replaced by or used in conjunction with an onboard programmable controller.

[0012] The above description and other features of the invention will be described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The above is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0014] Figure 1 It is a perspective diagram of the parallel walking system.

[0015] Figure 2 yes Figure 1 A partial perspective view of the parallel travel system. The chassis cover and some internal components have been removed to show the details of the parallel travel system.

[0016] Figure 3 yes Figure 1 A perspective view of a demonstration gear train assembly for a parallel travel system.

[0017] Figure 4 yes Figure 1 A perspective view of an example of a steering brake for a parallel travel system.

[0018] Figure 5 yes Figure 1 A perspective view of an example of a steering drive assembly for a parallel travel system.

[0019] Figure 6 yes Figure 1 A partial perspective view of the parallel travel system, with the chassis removed to show details of a separate steering linkage structure.

[0020] Figure 7 This is a top view of the parallel travel system after removing the chassis, showing the state of parallel movement of the wheel system.

[0021] Figure 8 This is a top view of the parallel propulsion system with the chassis removed. The figure shows the gear train rotating with zero turning radius.

[0022] Figure 9 yes Figure 1 A perspective view of the parallel travel system with chassis, showing the wheels rotating with zero turning radius.

[0023] Figure 10 2 is a perspective view of another embodiment of a parallel travel system, showing a self-propelled wheel train mounted on a cross-shaped frame.

[0024] Figure 11 yes Figure 10 A perspective view of the parallel travel system, showing the linear actuators used to reconfigure the steering linkage.

[0025] Figure 12 yes Figure 10 A perspective view of the parallel travel system, showing the chassis cover covering the internal structure of the steering linkage.

[0026] Figure 13 Shown is a pair Figure 10 The combination of parallel travel systems shown is used to support a platform.

[0027] Figure 14 yes Figure 13 A perspective view of a pair of parallel travel systems is shown with the platform end caps removed to reveal the structural details of the steering drive assembly.

[0028] Figure 15 is a perspective view showing Figure 10 An alternative configuration of at least two mobile units of a parallel travel system connected together.

[0029] In the drawings, each reference numeral always corresponds to the relevant feature. DETAILED DESCRIPTION

[0030] like Figure 1-3 and Figure 6 As shown, the parallel travel system 10 includes a chassis 12, a cover 14 covering the chassis 12, and a plurality of wheel train assemblies 16a, 16b, 16c, and 16d rotatably mounted on the chassis 12. Figure 1 and Figure 2, the chassis 12 is shown as a rectangular shape, and the cover 14 is shown as having an appearance that matches the chassis 12. In addition, four sets of wheel train assemblies 16a, 16b, 16c, and 16d are shown installed at respective diagonal corners of the chassis 12. It should be noted that the overall configuration and relative sizes of the chassis 12 and the cover 14 are for illustrative purposes only and are not limited to rectangles. Likewise, it should be noted that any suitable number of wheel train assemblies may be used, and the four wheel train assemblies 16a, 16b, 16c, and 16d are for illustrative purposes only. In addition, it should be noted that the wheel train assemblies 16a, 16b, 16c, and 16d may be installed in any suitable position relative to the chassis 12, such as Figure 1 and 2 The corner mounting configuration is for example purposes only. Figure 2 In FIG, the cover 14 has been removed to reveal the internal structure of the chassis 12 .

[0031] Each gear train assembly is essentially identical to the other gear train assemblies. Figure 3 Only the wheel train assembly 16a is illustrated, but it will be understood that each of the remaining wheel train assemblies 16b, 16c, and 16d are substantially identical. As shown, the wheel train assembly 16a includes a steering yoke 20 for mounting a wheel 18a. The wheel train assemblies 16b, 16c, and 16d correspond to rolling wheels 18b, 18c, and 18d, respectively. It should be noted that the overall configuration, size, and appearance of the rolling wheels 18a, 18b, 18c, and 18d are for illustrative purposes only. Each rolling wheel 18a, 18b, 18c, and 18d can be any suitable type of rolling wheel, including but not limited to a self-propelled electric powered wheel, an automatically steering and / or automatically driven Mecanum wheel, or other similar wheels. A Mecanum wheel is a well-known multi-directional wheel designed for vehicles or other equipment that can provide multi-directional walking motion. The Mecanum wheel is described in U.S. Patent No. 3,876,255, issued to Ilon on April 8, 1975, and incorporated herein by reference. Briefly, a Mecanum wheel is a wheel with a series of rubber outer rollers attached obliquely around the entire circumference of its rim. These rollers typically each have an axis of rotation oriented 45 degrees relative to the plane and axis of the wheel. Each Mecanum wheel is an independent, non-steering drive wheel with its own powertrain, and when rotated, generates a propulsive force perpendicular to the roller axis, which translates into longitudinal and lateral components relative to the vehicle.

[0032] In the current gear train assembly, the electric slip ring 22 is mounted on a steering yoke 20 coaxial with the kingpin 24. When the kingpin turns, the steering yoke 20 and the attached rolling wheel turn. The first end 28 of the eccentric crank arm 26a is rigidly connected to the upper end of the kingpin 24, and the roller crank pin 32a is mounted on the second end 30 of the eccentric crank arm 26a. Each gear train assembly 16b, 16c, 16d includes similar corresponding eccentric crank arms 26b, 26c, 26d and roller crank pins 32b, 32c, 32d, respectively. A follower rotating disk 34 is provided between the upper end of the electric slip ring 22 and the eccentric crank arm 26a. The eccentric crank arm 26a is driven to rotate, and when it swings relative to the follower rotating disk 34, the kingpin 24 is driven to rotate, so that the rolling wheel 18a changes direction. The wires extending from the power supply pass through the electric slip ring 22. As shown Figure 2 As shown, when mounted to the chassis 12, each gear train assembly has two degrees of freedom, namely rotation about the vertical axis of the kingpin 24 and rolling about its central horizontal axis.

[0033] In order to keep the gear train assemblies 16a-16d in a parallel steering relationship, a corresponding steering brake 38a, 38b, 38c, 38d can be used for each gear train assembly 16a, 16b, 16c, 16d. Figure 2 As shown, the gear train assemblies 16a, 16b, 16c, 16d are mounted on a base 36 of the chassis 12, thereby separating the rollers 18a, 18b, 18c, 18d from the outside of the chassis 12 so that the rotating plate and the crank arms 26a, 26b, 26c, 26d of each gear train assembly 16a, 16b, 16c, 16d are positioned inside the chassis 12. Steering brakes 38a, 38b, 38c, 38d are mounted on the base 36 within the chassis 12, with the centerline of each steering brake 38a, 38b, 38c, 38d being coaxial with the corresponding kingpin. Each steering brake 38a, 38b, 38c, 38d is essentially identical. Figure 4 An example of a steering brake 38a is shown, comprising a plurality of circumferential brake shoes 40 mounted on an annular housing 42 and driven by a linear power unit 44. It should be noted that any suitable type of steering brake may be used. Steering brakes, such as steering brake 38a, are known. Such a steering brake is described in U.S. Patent No. 11,015,664, issued to the present inventor on May 25, 2021, and incorporated herein by reference.

[0034] like Figure 2 As shown, the steering drive assembly 50 is mounted at the center of the base 36 of the chassis 12. Figure 5As shown, the steering drive assembly 50 includes a power unit 52 for driving the rotation of the first drive gear 54. It should be noted that the power unit 52 can be of any suitable type, such as a rotary power unit, an electric motor, a linear / rotary interchangeable power unit, or other similar power units. The first drive gear 54 is connected to the third driven gear 58 through the second intermediate gear 56. The second intermediate gear 56 can be disengaged from the first drive gear 54 and the third driven gear 58 by a clutch 60 (for example, a solenoid). Therefore, when the clutch 60 is disengaged, as shown in FIG. Figure 5 As shown, the rotation of the first drive gear 54 drives the rotation of the second intermediate gear 56, and the rotation of the second intermediate gear 56 drives the rotation of the third driven gear 58. However, when the clutch 60 is engaged, the second intermediate gear 56 is pulled up and disengaged from the first drive gear 54 and the third driven gear 58, thereby stopping the rotation of the third driven gear 58. As shown in the figure, the steering crank pin 62 is eccentrically mounted on the third driven gear 58.

[0035] like Figure 6-9As shown, in order to transmit the rotational torque of the third driven gear 58 to each of the gear train assemblies 16a, 16b, 16c, 16d, thereby causing the gear train assemblies 16a, 16b, 16c, 16d to rotate simultaneously, the first and second articulated link assemblies 70, 72 (or the bottom articulated link assembly 70 and the top articulated link assembly 72) form a composite steering link assembly, connecting the steering crank pin 62 to the roller crank pin 32a, 32b, 32c, 32d of each of the gear train assemblies 16a, 16b, 16c, 16d. The first articulated link assembly 70 includes a central crossbar 74 having opposite first and second ends 76, 78. The first and second ends 76, 78 of the central crossbar 74 each extend with a mounting flange plate in a direction orthogonal thereto. A first longitudinal link 80 (or gear train hinge plate 80) is mounted on and extends orthogonally to a mounting flange plate at a first end 76 of the center crossbar 74. The roller crank pin 32d of the gear train assembly 16d is hingedly mounted at its free end 84. A second longitudinal link 82 (or gear train hinge plate 82) is mounted on and extends orthogonally to a mounting flange plate at a second end 78 of the center crossbar 74. The roller crank pin 32b of the gear train assembly 16b is hingedly mounted at its free end 86. The second hinged link assembly 72 (or top link assembly 72) includes a center crossbar 88 having opposing first and second ends 90 and 92. A mounting flange plate extends orthogonally from each of the first and second ends 90 and 92 of the center crossbar 88. The third longitudinal link 94 (or gear train hinge plate 94) is mounted on a mounting flange plate at the first end 90 of the center crossbar 88 and extends orthogonally thereto. The roller crank pin 32a of the gear train assembly 16a is hingedly mounted at its free end 96. The fourth longitudinal link 98 (or gear train hinge plate 98) is mounted on a mounting plate at the second end 92 of the center crossbar 88 and extends orthogonally thereto. The roller crank pin 32c of the gear train assembly 16c is hingedly mounted at its free end 100. Figure 6 As shown, the steering crank pin 62 is fixed to the center crossbar 74 of the first articulated link assembly 70, and the center crossbar 88 of the second articulated link assembly 72 is mounted on the center crossbar 74 of the first articulated link assembly 70. Therefore, when the third driven gear 58 is driven to rotate, the entire structure consisting of the first articulated link assembly 70 and the second articulated link assembly 72 is also driven and rotates along the same rotational circular path. This is because the steering crank pin 62 is connected to the first articulated link assembly 70, thereby synchronously driving each gear train assembly 16a, 16b, 16c, and 16d to rotate synchronously in the same direction and in parallel.

[0036] exist Figure 6-9In the example of , the steering linkage assembly is basically an H-shaped member, wherein the first longitudinal link 80 and the third longitudinal link 94 are linear, and the second longitudinal link 82 and the fourth longitudinal link 98 are also linear, forming two parallel longitudinal arms of the H-shaped steering linkage. The longitudinal links 80, 82, 94 and 98 are preferably equal-length arms, the first longitudinal link 80 extending in the opposite direction to the second longitudinal link 82, and the third longitudinal link 94 extending in the opposite direction to the fourth longitudinal link 98. In addition, the center crossbar 74 of the first articulated link assembly 70 slides axially relative to the center crossbar 88 of the second articulated link assembly 72. Figure 6 One or more grooves 102, 104, 106 may be opened on the central cross bar 88 of the second hinge-link assembly 72 to receive corresponding roller pins 108, 110, 112, 114 extending from the central cross bar 74 of the first hinge-link assembly 70, so as to limit the axial sliding of the second hinge-link assembly 72 only on the first hinge-link assembly 70.

[0037] like Figure 6 and 7 As shown, when the central crossbar 74 of the first hinge link assembly 70 and the central crossbar 88 of the second hinge link assembly 72 are in a state of no relative sliding, the first hinge link assembly 70 and the second hinge link assembly 72 form an H-shaped structure as a whole, and the gear train assemblies 16a, 16b, 16c, and 16d are arranged parallel to each other. Figure 8 and 9 As shown, it is necessary to manipulate the hubs 16a, 16b, 16c, and 16d to disengage them from a parallel state. Figure 8 In the example of FIG. 1 , the gear train assemblies 16a, 16b, 16c, and 16d are respectively turned so that the entire system will move along a circular path (e.g., Figure 8 In order to achieve this change, at least one linear power unit 118 is required to drive the center crossbar 88 of the second articulated link assembly 72 to slide relative to the center crossbar 74 of the first articulated link assembly 70, and vice versa. It should be noted that the linear power unit 118 can be any suitable type of linear power unit, motor or similar device. To show the details of the steering link assembly, Figure 6 The linear power unit 118 is omitted. Figure 7 A linear power unit 118 is shown, connected to the second articulated link assembly 72 via a cylinder and to the first articulated link assembly 70 via a piston, which retracts to bring the articulated link assemblies 70, 72 into an H-shaped configuration. Figure 8The piston of the linear power unit 118 is shown extended. Since the articulated link assembly 70 / 72 is restricted by the rolling pins 108-114 in the grooves 102-106 and slides relative to each other laterally, when the distance between the longitudinal links 82 and 94 is pulled away, the relative distance between the longitudinal links 80 and 98 will be closed, thereby generating tension at the gear train cranks 26a-26d, forcing each roller 18a-18d into the position shown in FIG. Figure 8 The rolling state shown in the figure makes all the loads loaded on the chassis perform a zero-radius self-turn without any translation. When the zero-radius self-turn is completed, the piston of the linear power unit 118 is retracted in the cylinder and returned to the steering links, adjusting the various wheel train assemblies to a parallel state so that they are suitable for translational motion. In addition, back to Figure 6 As shown in the figure, each longitudinal link 80, 98, 82, 94 can include a respective length adjuster 120, 124, 128, 132 to allow for slight adjustments to the length of each link. Each length adjuster 120, 124, 128, 132 can be used in conjunction with a corresponding rigid balancer 122, 126, 130, 134, respectively, to prevent the length of the length adjuster 120, 124, 128, 132 from causing unnecessary steering errors. Figure 7-9 In FIG. 5 , the steering drive assembly 50 has been removed to clearly illustrate the relationship between the linear power unit 118 and the first and second articulated link assemblies 70 , 72 .

[0038] As mentioned above, Figure 1-9 The basic rectangular structure shown is just an example. Figure 10 The application of the same principles to the construction of a parallel travel system 200 in a standard circular configuration is illustrated. Similar to the previous embodiment, the parallel travel system 200 includes four wheel train assemblies 216a, 216b, 216c, 216d, each mounted to a corresponding arm 204a, 204b, 204c, 204d of the cross mounting frame 202. It should be noted that the overall configuration and relative dimensions of the mounting frame 202 are for example purposes only. Likewise, it should be noted that any suitable number of wheel train assemblies may be used, and the four wheel train assemblies 216a, 216b, 216c, 216d are for example purposes only. Furthermore, the wheel train assemblies 216a, 216b, 216c, 216d may be mounted in any suitable position relative to the arms 204a, 204b, 204c, 204d, Figure 10 The cross arm end mountings shown are for exemplary purposes only.

[0039] Similar to the previous embodiment, each wheel train assembly is substantially identical to the other wheel train assemblies. As shown, each wheel train assembly 216a, 216b, 216c, 216d includes a steering yoke 220a, 220b, 220c, 220d, and a rolling wheel 218a, 218b, 218c, 218d, respectively, mounted on the corresponding steering yoke. Similar to the previous embodiment, it should be noted that the overall structure, dimensions, and appearance of the rolling wheels 218a, 218b, 218c, 218d are for illustrative purposes only. Each rolling wheel 218a, 218b, 218c, 218d can be any suitable wheel type, including, but not limited to, a self-propelled electric wheel.

[0040] Similar to the previous embodiment, the motorized slip rings 222a, 222b, 222c, 222d are mounted on the respective steering yokes 220a, 220b, 220c, 220d, coaxially with the respective kingpins 224a, 224b, 224c, 224d. As in the previous embodiment, the first ends of the eccentric crank arms 226a, 226b, 226c, 226d are rigidly connected to the upper ends of the respective kingpins 224a, 224b, 224c, 224d, and the roller crank pins 232a, 232b, 232c, 232d are mounted on the respective eccentric crank arms 226a, 226b, 226c, 226d at their opposite second ends. A rotating disk 234a, 234b, 234c, 234d is provided between the upper end of the corresponding electric slip ring 222a, 222b, 222c, 222d and the corresponding eccentric crank arm 226a, 226b, 226c, 226d. When each eccentric crank arm 226a, 226b, 226c, 226d rotates relative to the corresponding rotating disk 234a, 234b, 234c, 234d, it drives the corresponding main pin 224a, 224b, 224c, 224d to rotate, thereby causing the corresponding rolling wheel 218a, 218b, 218c, 218d to turn.

[0041] exist Figure 10 and Figure 11 In the embodiment, a steering actuator 270 is provided that converts the rotation of a steering gear 284 into the rotation of an eccentric steering crank arm 272. The steering gear 284 can be driven by any suitable type of rotary actuator, including a rotary power unit, a steering wheel (discussed later), or the like. The eccentric steering crank arm 272 drives the eccentric steering rotation in a manner similar to the connection between the steering crank pin 62 and the center crossbar 74 of the first articulated link assembly 70 in the previous embodiment. The steering operation is similar to the parallel travel system described above.

[0042] To transmit the rotational motion of the eccentric steering crank arm 272 to each of the gear train assemblies 216a, 216b, 216c, and 216d so that the gear train assemblies 216a, 216b, 216c, and 216d can be operated synchronously, first and second articulated link assemblies 271 and 273 respectively connect the eccentric steering crank arm 272 to each of the roller crank pins 232a, 232b, 232c, and 232d of the gear train assemblies 216a, 216b, 216c, and 216d. Similar to the previous embodiment, the first articulated link assembly 271 includes a central crossbar 274 having opposing first and second ends 276 and 278. A first longitudinal link 280 is connected to the first end 276 and extends therefrom, with its free end 285 articulated to the roller crank pin 232d of the gear train assembly 216d. A second longitudinal link 282 is connected to and extends from the second end 278, and a free end 286 thereof is hingedly connected to the roller crank pin 232b of the gear train assembly 216b.

[0043] The second articulated linkage assembly 273 further includes a central crossbar 288 having first and second ends 290 and 292, respectively. A third longitudinal link 294 is connected to and extends from the first end 290, with its free end 296 being hingedly connected to the roller crank pin 232a of the gear train assembly 216a. A fourth longitudinal link 298 is connected to and extends from the second end 292, with its free end 300 being hingedly connected to the roller crank pin 232c of the gear train assembly 216c. Similar to the previous embodiment, the eccentric steering crank arm 272 is connected to the central crossbar 274 of the first articulated linkage assembly 271, and the central crossbar 288 of the second articulated linkage assembly 273 is slidably mounted on the central crossbar 274. Therefore, just as the steering crank arm 272 is driven to rotate along an eccentric path, the integral component formed by the first articulated link assembly 271 and the second articulated link assembly 273 is also driven and rotated along the same rotational angle path, while driving each wheel train assembly 216a, 216b, 216c, and 216d to steer synchronously.

[0044] As shown in the previous embodiment, the center cross bar 274 of the first articulated link assembly 271 slides relative to the center cross bar 288 of the second articulated link assembly 273. One or more sliding grooves 302, 304 can be opened on the center cross bar 288 of the first articulated link assembly 271 to receive corresponding rolling pins 308, 310, which are located on the center cross bar 274 of the second articulated link assembly 273, thereby maintaining the relative sliding relationship between the two. Similar to the previous embodiment, in order to make the first articulated link assembly 271 slide relative to the second articulated link assembly 273 (and vice versa), one or more linear power units 318 can be used. Figure 11In the embodiment, the ends of the linear power unit 318 are axially articulated to the free end 296 of the third longitudinal link 294 and the free end 286 of the second longitudinal link 282, respectively. The ends of the linear power unit 320 are axially articulated to the free end 285 of the first longitudinal link 280 and the free end 300 of the fourth longitudinal link 298, respectively. It should be noted that the linear power units can be connected to other adjacent pairs of longitudinal links. It should be noted that the linear power units 318 and 320 can be any suitable type of linear power unit, motor, or similar device. In addition, similar to the previous embodiment, each longitudinal link can include its own length adjuster 321, 324, 328, 332. To allow for minor adjustments to the length of each longitudinal link, the length adjusters 321, 324, 328, 332 operate in a manner similar to the previous embodiment, and each also cooperates with a corresponding rigid balancer 322, 326, 330, 334 to limit the length adjusters 321, 324, 328, 332 from loosening or tightening and causing unnecessary rotational movement.

[0045] It should be stated that in Figure 10 In order to clearly illustrate the first and second articulated link assemblies 271 and 273, the linear actuators 318 and 320 are not shown. In addition, in order to better illustrate the steering operation of the parallel travel system 200, Figure 10 and Figure 11 The outer chassis is not shown. Figure 12 Given Figure 10 and Figure 11 An example of a circular chassis 340 of the parallel travel system 200 includes a corresponding circular cover 342. As shown, the steering drive 270 partially passes through the through hole 344 on the circular cover 342, allowing the steering gear 284 to be connected to an external rotational power source, such as a rotary power unit, a steering wheel (to be discussed below), or a similar device. As further shown, a shock absorbing spring 346 (or any other suitable type of suspension) can be installed on the circular cover 342, coaxial with the steering drive 270, to stabilize the installation platform, tool or similar load device. It should be noted that any appropriate additional components can also be added. Figure 12 An exemplary angle sensor 348 is shown that can be coupled to the steering actuator 270 for monitoring and controlling the angular direction of the steering crank arm 272. For example, any detected deviation from the expected angle of rotation can be compensated for by adjusting the speed of the corresponding automatically driven motorized wheel.

[0046] like Figure 13 and 14 As shown, the parallel travel system 200 can be used to support the transport platform 350. Figure 13 and Figure 14Only two such parallel travel systems 200 are shown. However, it should be understood that any number of travel systems 200 may be used simultaneously. Furthermore, it should be noted that the platform 350 is shown for illustrative purposes only and may have any desired overall configuration and associated dimensions. It should also be noted that the platform 350 may utilize one or more parallel travel systems 200 simultaneously as travel support.

[0047] exist Figure 14 In the figure, the cover 352 of the platform 350 has been removed to illustrate the internal mounting of the steering gear 284 of each parallel travel system 200. As shown, to synchronize the steering between the parallel travel systems 200, a chain or belt 354 of a sprocket-chain mechanism or a belt-link mechanism connects the steering gears 284. This way, when the steering gear 284 of one parallel travel system 200 is driven to rotate, the steering gear 284 of the other parallel travel system 200 simultaneously rotates at the same angular velocity and in the same angular direction. In this way, the wheels of each parallel travel system 200 can rotate synchronously and instantaneously in parallel.

[0048] exist Figure 13 and 14 In the embodiment of the present invention, a steering wheel 356 of an example is connected to a steering gear 284 of one of the parallel travel systems 200, and can be manually driven to rotate. As mentioned above, any suitable type of drive rotation can be used, and it should be noted that the manual steering wheel 356 is shown for demonstration purposes only. The steering gear 284 can be replaced by a rotary drive such as a rotary power unit or a motor. In addition, as shown in the figure, a tensioner 358 for tightening the chain can also be installed in the platform 350 to manually adjust the tightness of the chain or belt 354 as required. It should be noted that the tensioner 358 is optional and is only for demonstration purposes.

[0049] As mentioned above, any number of parallel travel systems 200 can be connected together. Figure 15 In a further exemplary configuration, there are three such parallel travel systems 200 connected to the platform 360 by respective central hinged attachments, it should be noted that three parallel travel systems 200 are shown for demonstration purposes only, and two or more such parallel travel systems 200 may be used optionally herein. It should be further noted that the platform 360 is for demonstration and illustration purposes only and may have any suitable shape, relative size or overall configuration. In this example, two parallel travel systems 200 are hingedly connected to an outer circular track 364 and another parallel travel system 200 is connected to an inner circular track 366, which is positioned concentrically with the outer circular track 364. It should be noted that the number of parallel travel systems assigned to each circular track is as follows. Figure 15In addition to the center of each parallel travel system 200 being connected to the platform 360, each parallel travel system 200 can also rotate around its corresponding track.

[0050] and Figure 13 and 14 In the embodiment, the driving gear 284 of the parallel travel system 200 is connected differently. Figure 15 In , each parallel traveling system 200 turns independently of other parallel traveling systems 200. Figure 15 In the embodiment, each parallel travel system 200 carries a remote-controlled rotary power unit, motor or similar device, instead of Figure 13 and 14 Thus, when the remote controller 362 sends a control signal S to each parallel travel system 200, the onboard remote-controlled rotary power unit, motor, or similar device simultaneously drives the drive gear 284 of each parallel travel system 200 to rotate synchronously at the same speed. Figure 12 As discussed, an angle sensor 348 is connected to each steering actuator 270 to monitor and control the angular direction of the corresponding steering crank arm 272. Thus, each parallel travel system 200 can monitor its own angular direction and perform necessary error corrections on other parallel travel systems 200 connected to the platform 360 to properly position itself. It should be noted that any suitable type of remote control can be used, and the remote control 362 can be substituted for or used in conjunction with the onboard programmable controller.

[0051] It should be noted that the parallel walking system is not limited to the specific embodiments described above, but also includes any and all schemes expanded around the scope of the claims, or related applications of making and using the technology clearly shown in the above drawings or descriptions in this document.

Claims

1. A parallel walking system, characterized in that: include: a first articulated linkage assembly including a first central crossbar having a first end and a second end, a first longitudinal link connected to the first end of the first central crossbar and extending orthogonally therefrom, and a second longitudinal link connected to the second end of the first central crossbar and extending orthogonally therefrom, the first longitudinal link and the second longitudinal link each having a free end; a second articulated link assembly including a second center crossbar having a first end and a second end, a third longitudinal link connected to the first end of the second center crossbar and extending orthogonally therefrom, and a fourth longitudinal link connected to the second end of the second center crossbar and extending orthogonally therefrom, the third longitudinal link and the fourth longitudinal link each having a free end, the second center crossbar of the second articulated link assembly being slidable on the first center crossbar of the first articulated link assembly; The first, second, third and fourth gear train assemblies, each with: a steering yoke; a ground-engaging rolling wheel rotatably mounted on the steering yoke; a kingpin extending from the steering yoke; An electric slip ring is coaxially mounted on the kingpin above the steering yoke; a crank arm having a first end connected to the kingpin and extending from the kingpin, and having a second end on which a roller crank pin eccentric to the kingpin is mounted, wherein rotation of the crank arm drives the ground-engaging roller to steer, and the roller crank pins of the first, second, third and fourth wheel train assemblies are hingedly connected to the free ends of the first, second, third and fourth longitudinal links, respectively; At least one linear power unit is connected between the first and second articulated link assemblies, the at least one linear power unit having a retracted position, defining the first and second articulated link assemblies and the first, second, third, and fourth gear train assemblies into an H-shaped rectangular frame, with four gear train assemblies defined at four corner points of the rectangular frame, for simultaneously and parallelly rotating the four gear train assemblies for translational motion, and the at least one linear power unit also having an extended position for laterally sliding the first and second articulated link assemblies for rotational motion; a steering drive assembly comprising a steering crank pin hingedly connected to the first center crossbar of the first articulated link assembly, and driving the first articulated link assembly and the second articulated link assembly to rotate and steer synchronously when the at least one linear power unit is in a retracted position, thereby driving the four parallel ground-engaging gear train assemblies to steer synchronously; and A hollow chassis suitable for carrying a load, wherein a first articulated link assembly and a second articulated link assembly are mounted within the hollow chassis, and first, second, third and fourth wheel train assemblies are mounted on the hollow chassis so that their respective ground-engaging rolling wheels are positioned outside the hollow chassis and their respective crank arms are positioned within the hollow chassis.

2. The parallel travel system according to claim 1, characterized in that: The first longitudinal link and the second longitudinal link extend from the first central cross bar in opposite parallel directions.

3. The parallel travel system according to claim 2, characterized in that: The third longitudinal link and the fourth longitudinal link extend from the second central cross bar in opposite parallel directions.

4. The parallel travel system according to claim 1, characterized in that: The first, second, third and fourth gear train assemblies further include a rotating disk arranged between the upper end of the electric slip ring and the crank arm.

5. The parallel travel system according to claim 1, characterized in that: Also included are first, second, third and fourth steering brakes mounted in the hollow chassis for selectively applying braking forces to the steering movements of the first, second, third and fourth wheel train assemblies, respectively.

6. The parallel travel system according to claim 1, characterized in that: The steering drive assembly comprises: a rotary drive device; A drive gear connected to the rotary drive means; an intermediate gear meshing with the drive gear; and A driven gear meshing with the intermediate gear, on which the steering crank pin is eccentrically mounted.

7. The parallel travel system according to claim 6, characterized in that: A clutch is also included which is connected to the intermediate gear and is used for selectively separating the intermediate gear from the driving gear and the driven gear.

8. The parallel travel system according to claim 1, characterized in that: Each of the first, second, third and fourth longitudinal links further includes a length adjuster for adjusting the length of the respective longitudinal link to accommodate a position of the chassis.

9. The parallel travel system according to claim 1, characterized in that: The steering drive assembly includes a steering drive and a gear train engaged with the steering drive, and the steering crank pin is eccentrically mounted on the gear train.

10. The parallel travel system according to claim 1, characterized in that: Each of the rolling wheels in the first, second, third and fourth gear train assemblies includes a Mecanum wheel.

11. The parallel travel system according to claim 1, characterized in that: The rolling wheels of each wheel train assembly are distributed on a circular track, so that when the at least one linear power unit is in the extended position, zero-radius self-rotation is achieved.

12. A mobile platform device, characterized in that: include: At least two parallel travel systems as claimed in claim 1; and A hollow platform is installed on the at least two parallel traveling systems, the hollow chassis of the at least two parallel traveling systems are installed outside the hollow platform, and the steering drive assembly of each of the at least two parallel traveling systems is installed in the hollow platform and includes a steering gear.

13. The mobile platform device according to claim 12, characterized in that: It also includes a closed rotation mechanism connecting the steering gears of the at least two parallel travel systems.

14. The mobile platform device according to claim 13, characterized in that: Also included is a tightener for selectively adjusting the tightness of the closed swivel mechanism.

15. The mobile platform device according to claim 13, characterized in that: It also includes a steering wheel for directly driving the rotation of a steering gear of the at least two parallel travel systems.

16. A mobile platform device, characterized in that: include: At least two parallel travel systems according to claim 1; and A platform has at least one circular track, and each of the at least two parallel traveling systems is hinged and slidably mounted on the at least one circular track at a fixed angular position relative to the other parallel traveling system.

17. The mobile platform device according to claim 16, characterized in that: It also includes an angle sensor connected to the steering drive assembly of each parallel travel system for monitoring and controlling the rotation angle of the steering crank pin.

18. The mobile platform device according to claim 16, characterized in that: The at least one annular track includes an inner annular track and an outer annular track, and the inner annular track and the outer annular track are concentrically arranged with each other.

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