A combined motion control mechanism for edge-turning and edge-plow braking

Abstract

The present invention provides a composite motion control mechanism for edge turning and edge plow braking, belonging to the field of robots. It solves the problems of poor braking effect and high failure rate due to multiple joints when traditional robots ski. It includes a frame, a steering assembly, and a suspension assembly. The steering assembly is arranged inside the frame. There are two suspension assemblies symmetrically connected to the left and right sides of the frame, and all suspension assemblies are connected to the steering assembly. The steering assembly includes a steering drive assembly, a lateral sliding frame, a braking motor, a second gear, a third gear, a linear drive assembly, an upper fork arm frame, a second rack, a third rack, and a steering link. The steering drive assembly is connected to the frame and the lateral sliding frame. In the braking state, the steering drive assembly is self-locked, and the braking motor is used to drive the steering links on both sides to drive the sled boards in the suspension assemblies on both sides to rotate inward for braking. It is mainly used for the steering and braking of bobsleds.

Description

Technical Field

[0001] The present invention belongs to the field of robots, and particularly relates to a composite motion control mechanism for edge-turning and edge-ploughing braking. Background Art

[0002] Most existing ski robots adopt a legged structure, with bionic mechanical legs having multiple degrees of freedom and multiple joints, and connecting the ski boards through a two-legged or multi-legged arrangement. By changing the angles of each joint, they imitate the skiing actions of the human body to ski.

[0003] Most existing snow transportation devices adopt a crawler type or sled type structure, which are modified from land vehicles or improved according to the vehicle structure. For the design of their steering mechanisms, the original vehicle steering structures are mostly adopted, without improving the characteristics of the snow. The brake system design also mostly follows the vehicle brake design, using disc brakes and drum brakes installed on the driving wheels.

[0004] Applying the existing braking methods directly to ski robots will result in poor adaptability. At the same time, ski robots with multiple joints have a complex structure, high failure rate and high cost.

[0005] In skiing, athletes usually perform an edge-setting action while turning and ploughing braking. It refers to the technical action of a skier making the edge of the board dig into the snow and leaving deep and thin snow tracks on the snow surface when turning. This action can provide better lateral grip when turning on the snow; when braking, it can provide greater resistance. The existing technologies do not make good use of this skiing technique. Summary of the Invention

[0006] In view of this, the present invention aims to provide a composite motion control mechanism for edge-turning and edge-ploughing braking to solve the problems of poor braking effect and high failure rate due to multiple joints when traditional robots ski.

[0007] To achieve the above object, the present invention adopts the following technical solutions: A composite motion control mechanism for edge-up steering and edge-up plow braking, comprising a frame, a steering component and a suspension component. The steering component is arranged inside the frame. There are two suspension components which are symmetrically connected to the left and right sides of the frame, and all the suspension components are connected to the steering component. The steering component includes a steering drive component, a lateral sliding frame, a brake motor, a second gear, a third gear, a linear drive component, an upper fork arm frame, a second rack, a third rack and a steering link. The steering drive component is connected to the frame. The lateral sliding frame is slidably connected to the frame in the left-right direction. The steering drive component is connected to the lateral sliding frame. The stator of the brake motor is fixedly connected to the lateral sliding frame. The second gear and the third gear are arranged axially spaced on the rotor of the brake motor. The second gear meshes with the linear drive component. Both the second rack and the third rack mesh with the third gear. Both the second rack and the third rack are slidably connected to the lateral sliding frame. When the rotor of the brake motor rotates, the second rack and the third rack move towards each other. One end of the second rack away from the brake motor and one end of the third rack away from the brake motor are each hinged with a steering link. One end of each steering link away from the brake motor is hinged with the corresponding side suspension component. The upper fork arm frame is slidably connected to the lateral sliding frame in the front-back direction. Both the upper fork arm frame and the lateral sliding frame are connected to the linear drive component. When the rotating end of the brake motor rotates, the upper fork arm frame is driven to slide by the linear drive component. The upper fork arm frame is connected to the suspension component. In the steering state, the brake motor is self-locked, and the steering drive component operates to drive the lateral sliding frame and the steering links on both sides to move synchronously, so as to drive the sled boards in the suspension components on both sides to turn in the same direction. In the braking state, the steering drive component is self-locked, and the brake motor is used to drive the steering links on both sides to drive the sled boards in the suspension components on both sides to rotate inward for braking.

[0008] Further, the linear drive component includes a fourth gear, a screw rod and a screw nut. The fourth gear meshes with the second gear. The screw rod is rotatably connected to the lateral sliding frame. The screw nut is threadedly connected to the screw rod. The screw nut is connected to the upper fork arm frame.

[0009] Further, the second rack is hinged with the corresponding side steering link through a lower rack connecting piece.

[0010] Further, the third rack is hinged with the corresponding side steering link through an upper rack connecting piece.

[0011] Further, both the lower rack connecting piece and the upper rack connecting piece are slidably connected to the lateral sliding frame.

[0012] Furthermore, the suspension assembly further includes a lower fork arm, a sled kingpin and an upper fork arm. One end of the lower fork arm is hinged to the frame, and the other end is hinged to the sled kingpin. One end of the upper fork arm is hinged to the upper fork arm frame, and the other end is hinged to the sled kingpin. The lower end of the sled kingpin is connected to the sled board.

[0013] Furthermore, both the upper fork arm and the lower fork arm are hinged to the sled kingpin through spherical hinges.

[0014] Furthermore, the suspension assembly further includes a shock absorber. One end of the shock absorber is hinged to the frame, and the other end is hinged to the lower fork arm.

[0015] Furthermore, the steering drive assembly includes a steering motor and a first gear. The stator of the steering motor is fixedly connected to the frame, and the rotating end of the steering motor is connected to the first gear. A first rack is provided on the upper end surface of the transverse sliding frame, and the first gear meshes with the first rack.

[0016] Furthermore, the second rack and the third rack respectively mesh with the lower edge and the upper edge of the third gear, and the second rack and the third rack are symmetrically distributed with respect to the third gear.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] 1. By arranging the steering assembly in cooperation with the suspension assembly, the mechanism can steer through the driving mode of the connecting rod, reducing the number of joints, with reliable steering, low failure rate, better stability, fewer prime movers required, and simpler control;

[0019] 2. By arranging the steering assembly in cooperation with the suspension assembly, the mechanism can make the two sled boards rotate inward through the driving mode of the brake motor to realize the action of edge-setting plow braking;

[0020] 3. The mechanism can change the kingpin inclination angle while changing the angle between the sled board and the forward direction to realize the edge-setting action. This action can insert the edge of the sled board into the snow, and through the interaction with the snow, provide greater grip during the steering process to achieve a smaller turning radius;

[0021] 4. The mechanism rotates the two sled boards inward and changes the kingpin caster angle to realize the edge-setting plow braking action, increasing the resistance between the sled and the ground to achieve deceleration, which is beneficial to reducing the braking distance; compared with the caterpillar drive, this mechanism can use the sled board to achieve braking, with less resistance when braking is not required. Description of the Drawings

[0022] The accompanying drawings forming a part of this invention are used to provide a further understanding of the invention. The schematic embodiments and descriptions thereof of the invention are used to explain the invention and shall not constitute an improper limitation to the invention. In the drawings:

[0023] Figure 1 is a schematic structural diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention;

[0024] Figure 2 is a schematic structural diagram of the steering component according to the present invention;

[0025] Figure 3 is a schematic structural diagram of the suspension component according to the present invention;

[0026] Figure 4 is a three-dimensional structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when going straight;

[0027] Figure 5 is a front view structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when going straight;

[0028] Figure 6 is a top view structural diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when going straight;

[0029] Figure 7 is a side view structural diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when going straight;

[0030] Figure 8 is a three-dimensional structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when turning left;

[0031] Figure 9 is a front view structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when turning left;

[0032] Figure 10 is a top view structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when turning left;

[0033] Figure 11 is a side view structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when turning left;

[0034] Figure 12 is a three-dimensional structural state diagram of a combined motion control mechanism for edge-up turning and edge-up plow braking according to the present invention when turning right;

[0035] Figure 13 This is a front view structural state diagram of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention when turning right;

[0036] Figure 14 This is a top view of the structure of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention when turning right;

[0037] Figure 15 This is a side view of the structure of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention when turning right;

[0038] Figure 16 This is a three-dimensional structural state diagram of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention during braking;

[0039] Figure 17 This is a diagram of the main structural state of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention during braking;

[0040] Figure 18 This is a top view of the structure of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention during braking;

[0041] Figure 19 This is a side view of the structure of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention during braking;

[0042] Figure 20 This is a schematic diagram of the main structure and transmission of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention when traveling straight ahead;

[0043] Figure 21 A schematic side view of the structure and transmission of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention during straight travel;

[0044] Figure 22 This is a schematic diagram of the main structure and transmission of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention when turning left;

[0045] Figure 23 This is a schematic diagram of the main structure and transmission of the composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention when turning right;

[0046] Figure 24 This is a schematic diagram of the main structure and transmission of a composite motion control mechanism for vertical blade steering and vertical blade plow-type braking according to the present invention before the braking state;

[0047] Figure 25The front view structural transmission schematic diagram of the braking state of a composite motion control mechanism for edge-standing turning and edge-standing plow braking according to the present invention;

[0048] Figure 26 The side view structural transmission schematic diagram of the braking state of a composite motion control mechanism for edge-standing turning and edge-standing plow braking according to the present invention.

[0049] Frame 1; Steering component 2; Suspension component 3; Steering motor 21; Lateral sliding frame 22; Braking motor 23; First gear 24; First rack 25; Second gear 26; Third gear 27; Fourth gear 28; Screw rod 29; Screw rod nut 210; Upper fork arm frame 211; Second rack 212; Third rack 213; Lower rack connecting piece 214; Upper rack connecting piece 215; Steering connecting rod 216; Lower fork arm 31; Sled vertical shaft 32; Upper fork arm 33; Shock absorber 34; Sled board 35. Specific implementation manners

[0050] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. It should be noted that, without conflict, the embodiments and features in the embodiments of the present invention can be combined with each other. The described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0051] Refer to the attached drawings to illustrate this embodiment. A combined motion control mechanism for edge turning and edge plow braking includes a frame 1, a steering assembly 2, and a suspension assembly 3. The steering assembly 2 is disposed within the frame 1. There are two suspension assemblies 3 symmetrically connected to the left and right sides of the frame 1, and all the suspension assemblies 3 are connected to the steering assembly 2. The steering assembly 2 includes a steering drive assembly, a lateral sliding frame 22, a brake motor 23, a second gear 26, a third gear 27, a linear drive assembly, an upper fork arm frame 211, a second rack 212, a third rack 213, and a steering link 216. The steering drive assembly is connected to the frame 1. The lateral sliding frame 22 is slidably connected to the frame 1 in the left-right direction. The steering drive assembly is connected to the lateral sliding frame 22. The stator of the brake motor 23 is fixedly connected to the lateral sliding frame 22. On the rotor of the brake motor 23, the second gear 26 and the third gear 27 are arranged at intervals along the axial direction. The second gear 26 meshes with the linear drive assembly. Both the second rack 212 and the third rack 213 mesh with the third gear 27. Both the second rack 212 and the third rack 213 are slidably connected to the lateral sliding frame 22. When the rotor of the brake motor 23 rotates, the second rack 212 and the third rack 213 move towards each other. One end of the second rack 212 away from the brake motor 23 and one end of the third rack 213 away from the brake motor 23 are each hinged to a steering link 216. One end of each steering link 216 away from the brake motor 23 is hinged to the corresponding side suspension assembly 3. The upper fork arm frame 211 is slidably connected to the lateral sliding frame 22 in the front-back direction. Both the upper fork arm frame 211 and the lateral sliding frame 22 are connected to the linear drive assembly. When the rotating end of the brake motor 23 rotates, it drives the upper fork arm frame 211 to slide through the linear drive assembly. The upper fork arm frame 211 is connected to the suspension assembly 3. In the steering state, the brake motor 23 is self-locked, and the steering drive assembly operates to drive the lateral sliding frame 22 and the two steering links 216 on both sides to move synchronously, causing the sled boards 35 within the two suspension assemblies 3 to turn in the same direction. In the braking state, the steering drive assembly is self-locked, and the brake motor 23 is used to drive the two steering links 216 on both sides to cause the sled boards 35 within the two suspension assemblies 3 to rotate inward for braking. The suspension assembly 3 can adopt a MacPherson suspension, a multi-link suspension, etc., in addition to the specific double-wishbone structure disclosed in this application.

[0052] In this embodiment, the linear drive assembly includes a fourth gear 28, a lead screw 29, and a lead screw nut 210. The fourth gear 28 meshes with the second gear 26. The lead screw 29 is rotatably connected to the lateral sliding frame 22. The lead screw nut 210 is threadedly connected to the lead screw 29, and the lead screw nut 210 is connected to the upper fork arm frame 211. When the fourth gear 28 rotates, it will drive the lead screw 29 to rotate. The rotation of the lead screw 29 will drive the lead screw nut 210 to move, and the moving direction depends on the running direction of the brake motor 23. The movement of the lead screw nut 210 will drive the upper fork arm frame 211 to move in the front-back direction.

[0053] In this embodiment, the second rack 212 is hinged to the corresponding side steering link 216 through a lower rack connecting piece 214. By controlling the movement direction through the steering link 216, the number of joints can be reduced, achieving the effect of reliable transmission.

[0054] In this embodiment, the third rack 213 is hinged to the corresponding side steering link 216 through an upper rack connecting piece 215. By controlling the movement direction through the steering link 216, the number of joints can be reduced, achieving the effect of reliable transmission.

[0055] In this embodiment, both the lower rack connecting piece 214 and the upper rack connecting piece 215 are slidably connected to the lateral sliding frame 22 through guiding elements. The guiding elements can be implemented by a guide rail-slider mechanism, which is prior art here and will not be elaborated.

[0056] In this embodiment, the suspension assembly 3 further includes a lower fork arm 31, a sled vertical shaft 32, and an upper fork arm 33. One end of the lower fork arm 31 is hinged to the machine frame 1, and the other end is hinged to the sled vertical shaft 32. One end of the upper fork arm 33 is hinged to the upper fork arm frame 211, and the other end is hinged to the sled vertical shaft 32. The lower end of the sled vertical shaft 32 is connected to the sled plate 35.

[0057] In this embodiment, both the upper fork arm 33 and the lower fork arm 31 are hinged to the sled vertical shaft 32 through spherical hinges.

[0058] In this embodiment, the suspension assembly 3 further includes a shock absorber 34. One end of the shock absorber 34 is hinged to the machine frame 1, and the other end is hinged to the lower fork arm 31. The shock absorber 34 can play a role in shock absorption, reducing the bumps during travel.

[0059] In this embodiment, the steering drive assembly includes a steering motor 21 and a first gear 24. The stator of the steering motor 21 is fixedly connected to the frame 1, and the rotating end of the steering motor 21 is connected to the first gear 24. A first rack 25 is provided on the upper end surface of the lateral sliding frame 22, and the first gear 24 meshes with the first rack 25. The steering motor 21 can drive the first gear 24 to rotate, and the rotation of the first gear 24 can drive the first rack 25 to move, thereby driving the lateral sliding frame 22 to move horizontally. The movement direction of the lateral sliding frame 22 depends on the rotation direction of the rotor of the steering motor 21, thereby providing power for steering.

[0060] In this embodiment, the second rack 212 and the third rack 213 respectively mesh with the lower edge and the upper edge of the third gear 27, and the second rack 212 and the third rack 213 are symmetrically distributed about the third gear 27. Thus, when the third gear 27 rotates, it can drive the second rack 212 and the third rack 213 to move towards each other, thereby helping the sled board 35 to complete the braking action.

[0061] The angle between the sled vertical axis 32 and the ground in a plane parallel to the forward direction is the caster angle, and the angle between the sled vertical axis 32 and the ground in a plane perpendicular to the forward direction of the robot is the kingpin inclination.

[0062] Edge setting is a technical movement in skiing. It refers to the turning technical movement in which a skier makes the edge of the board dig into the snow and leave deep and thin snow tracks on the snow surface by edge setting when turning. This movement can provide better lateral grip when turning in the snow; and provide greater resistance when performing a plow brake.

[0063] During use, first, this mechanism is installed on a snowmobile or other sports mechanism;

[0064] When turning, the braking motor 23 remains locked, so that the second gear 26 and the third gear 27 remain locked, thereby locking the positions of the second rack 212 and the third rack 213. Subsequently, the relative position between the lower rack connecting member 214 and the upper rack connecting member 215 is in a locked state. At the same time, the locking of the second gear 26 can ensure that the screw rod 29 does not rotate, thereby locking the position of the upper fork arm frame 211, so that the relative position between the upper fork arm frame 211 and the lateral sliding frame 22 does not change. At this time, when the steering motor 21 operates, the rotor of the steering motor 21 will drive the first gear 24 to rotate. The rotation of the first gear 24 will drive the first rack 25 to move, and the movement direction is to the left or right, depending on the rotation direction of the rotor of the steering motor 21. The first rack 25 then drives the lateral sliding frame 22 to move. The lateral sliding frame 22 will drive the lower rack connecting member 214, the upper rack connecting member 215, and the upper fork arm frame 211 as a whole to move left and right as a whole. The lower rack connecting member 214 and the upper rack connecting member 215 will drive the sled vertical shaft 32 to rotate through the corresponding side steering link 216. The rotation directions of the two sled vertical shafts 32 are the same, thereby realizing the turning action. Whether to turn left or right depends on the rotation direction of the rotor of the steering motor 21. During the translational movement of the lateral sliding frame 22, the connection point between the upper fork arm 33 and the frame 1 will change in the left and right directions, even if the kingpin inclination angle changes. For example, when turning left, the left sides of the sled boards 35 on both left and right sides will rotate downward and the right sides will rotate upward, which is consistent with the edge-setting action in skiing, making the edges of the sled boards 35 dig into the snow and leaving deep and thin snow tracks on the snow surface for the turning technical action. This action can provide better lateral grip when turning on the snow. The same principle applies when turning right.

[0065] When braking, a compound motion control mechanism is adopted to decelerate with the front sled board 35 in a plow braking state. At this time, the steering motor 21 remains locked, so that the lateral sliding frame 22 also remains position-locked. The braking motor 23 operates to rotate its rotor, thereby driving the second gear 26 and the third gear 27 to rotate in the same direction. The second rack 212 and the third rack 213 meshing with the third gear 27 translate in the left-right direction and move towards each other inward. At this time, the lower rack connecting piece 214 and the upper rack connecting piece 215 will drive the steering linkages 216 on both sides to move inward, causing the sled vertical shaft 32 to rotate inward, so that the sled boards 35 on both sides form an in-toe, that is, a plow braking action. During this process, the fourth gear 28 meshing with the second gear 26 drives the screw rod 29 to rotate, and the rotation of the screw rod 29 drives the screw nut 210 to move, and the screw nut 210 drives the entire upper fork arm frame 211 to move backward. In this way, the movement of the upper fork arm frame 211 causes the connection point of the upper fork arm 33 and the frame 1 to change in the front-rear direction. Since the connection point of the lower fork arm 31 and the frame 1 remains unchanged, the kingpin inclination angle, which is the angle between the sled vertical shaft 32 and the ground in the plane parallel to the forward direction of the robot, will change, so that the sled board 35 changes its angle and its edge cuts into the snow. This action realizes the edge-setting plow braking. By changing the rotation angle of the braking motor 23, the magnitude of the inward rotation of the sled and the kingpin inclination angle can be changed, so as to control the deceleration.

[0066] The embodiments of the present invention disclosed above are only used to help illustrate the present invention. The embodiments do not describe all the details in detail, nor limit the invention to the specific embodiments described. According to the content of this specification, many modifications and changes can be made. These embodiments are selected and specifically described in this specification to better explain the principle and practical application of the present invention, so that those skilled in the art in the technical field can well understand and utilize the present invention.

Claims

1. A compound motion control mechanism for vertical blade steering and vertical blade plow-type braking, characterized by: The invention comprises a frame (1), a steering assembly (2) and a suspension assembly (3), wherein the steering assembly (2) is arranged in the frame (1), two suspension assemblies (3) are provided and symmetrically connected to the left and right sides of the frame (1), and all the suspension assemblies (3) are connected to the steering assembly (2); the steering assembly (2) comprises a steering drive assembly, a transverse sliding frame (22), a brake motor (23), a second gear (26), a third gear (27), a linear drive assembly, an upper fork arm frame (211), a second rack (212), a third rack (213) and a steering link (216), and the steering drive assembly is connected to the frame ( 1), the transverse sliding frame (22) is connected to the frame (1) in a sliding manner in the left and right directions, the steering drive assembly is connected to the transverse sliding frame (22), the stator of the brake motor (23) is fixedly connected to the transverse sliding frame (22), and the second gear (26) and the third gear (27) are arranged on the rotor of the brake motor (23) at intervals along the axial direction, the second gear (26) is engaged with the linear drive assembly, the second rack (212) and the third rack (213) are engaged with the third gear (27), and the second rack (212) and the third rack (213) are both slidably connected to the transverse sliding frame ( 22), when the rotor of the brake motor (23) rotates, the second rack (212) and the third rack (213) move toward each other, and the second rack (212) and the third rack (213) are both hinged to a steering link (216) at one end away from the brake motor (23), and each steering link (216) is hinged to the suspension assembly (3) on the corresponding side at one end away from the brake motor (23), and the upper fork arm frame (211) is connected to the transverse sliding frame (22) in a sliding manner along the front-rear direction, and the upper fork arm frame (211) and the transverse sliding frame (22) are both connected to the linear drive assembly, so When the rotating end of the brake motor (23) rotates, the upper fork arm frame (211) is driven to slide through the linear drive assembly, and the upper fork arm frame (211) is connected to the suspension assembly (3); in the steering state, the brake motor (23) is self-locked, and the steering drive assembly is used to drive the transverse sliding frame (22) and the steering links (216) on both sides to move synchronously and drive the skis (35) in the suspension assemblies (3) on both sides to turn in the same direction; in the braking state, the steering drive assembly is self-locked, and the brake motor (23) is used to drive the steering links (216) on both sides to drive the skis (35) in the suspension assemblies (3) on both sides to rotate inward and brake.

2. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 1, characterized in that: The linear drive assembly comprises a fourth gear (28), a screw rod (29) and a screw rod nut (210), wherein the fourth gear (28) is meshed with the second gear (26), the screw rod (29) is rotatably connected to the transverse sliding frame (22), the screw rod nut (210) is threadedly connected to the screw rod (29), and the screw rod nut (210) is connected to the upper fork arm frame (211).

3. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 1, characterized in that: The second rack (212) is hinged to the steering link (216) on the corresponding side through a lower rack connecting member (214).

4. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 3, characterized in that: The third rack (213) is hinged to the steering link (216) on the corresponding side via an upper rack connecting piece (215).

5. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 4, characterized in that: The lower rack connecting member (214) and the upper rack connecting member (215) are both slidably connected to the transverse sliding frame (22).

6. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 1, characterized in that: The suspension assembly (3) further comprises a lower fork arm (31), a sled vertical shaft (32) and an upper fork arm (33); one end of the lower fork arm (31) is hinged to the frame (1) and the other end is hinged to the sled vertical shaft (32); one end of the upper fork arm (33) is hinged to the upper fork arm frame (211) and the other end is hinged to the sled vertical shaft (32); the lower end of the sled vertical shaft (32) is connected to the sled board (35).

7. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 6, characterized in that: The upper fork arm (33) and the lower fork arm (31) are both hinged to the sled vertical shaft (32) through a ball joint.

8. A compound motion control mechanism for vertical blade steering and vertical blade plow-type braking according to claim 6 or 7, characterized in that: The suspension assembly (3) further comprises a shock absorber (34), one end of which is hinged to the frame (1) and the other end of which is hinged to the lower wishbone (31).

9. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 1, characterized in that: The steering drive assembly comprises a steering motor (21) and a first gear (24); the stator of the steering motor (21) is fixedly connected to the frame (1); the rotating end of the steering motor (21) is connected to the first gear (24); a first rack (25) is provided on the upper end surface of the transverse sliding frame (22); and the first gear (24) is meshed with the first rack (25).

10. The compound motion control mechanism of vertical blade steering and vertical blade plow-type braking according to claim 1, characterized in that: The second rack (212) and the third rack (213) are respectively engaged with the lower edge and the upper edge of the third gear (27), and the second rack (212) and the third rack (213) are centrally symmetrically distributed relative to the third gear (27).

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