Basket tram

Abstract

The present invention discloses a basket-type tram, comprising: a cabin system, a wheel system, a drive system, and a brake system. The cabin system includes a cabin body, a door assembly, a front flexion plate auxiliary wheel mechanism, and a rear flexion plate auxiliary wheel mechanism. The front and rear flexion plate auxiliary wheel mechanisms can improve the stability of the tram during operation. The wheel system includes two sets of wheel assemblies. The drive system includes an engine, a universal joint transmission device, a speed change device, and a reducer connected in sequence. The brake system includes an elastic rear frame reduction device and a lock ring brake device. The elastic rear frame reduction device includes an elastic rear frame and a retractable shock absorber. During braking, the shock absorber extends to open the front end of the elastic beam wall, causing the two wheel assemblies to form a preset angle, thereby decomposing the speed. Part of the kinetic energy is absorbed by the elastic rear frame, which can reduce the speed. The lock ring brake device can cut off the power transmission from the engine and the universal joint transmission device during braking, thereby achieving the purpose of braking the tram.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, in particular to a hanging basket type tram. Background Art

[0002] With the development of technology and people's demand for more diverse travel options, shared transportation has emerged. Existing shared transportation options mainly include shared bicycles and shared cars, with a lack of a shared transportation option that falls in between. Shared bicycles are difficult to use on steep roads and require a lot of physical effort from the user. Shared cars are expensive to manufacture, operate, and maintain, and require high parking space.

[0003] In addition, in the existing technology, balance bikes are also used in the field of shared transportation, but the safety factor of balance bikes is low and the driving comfort is poor. Summary of the Invention

[0004] The purpose of the present invention is to provide a basket-type tram that can effectively improve safety, comfort and adaptability to road conditions.

[0005] To achieve the above object, the present invention provides a hanging basket type tram, comprising:

[0006] A cockpit system, comprising a cockpit body, a door assembly, a forward bend panel auxiliary wheel mechanism, and a rearward bend panel auxiliary wheel mechanism, wherein the door assembly is connected to the cockpit body, the forward bend panel auxiliary wheel mechanism is hinged to the front side of the bottom of the cockpit body, and the rearward bend panel auxiliary wheel mechanism is hinged to the rear side of the bottom of the cockpit body;

[0007] A wheel system comprising two sets of wheel assemblies, each set of wheel assemblies comprising spokes, a rim, and a bearing. An internal gear is provided on the inner side of the rim, and the rim is connected to the spokes via the bearing. Both sides of the cabin body are connected to the center of the spokes via a vibration damping system.

[0008] A drive system comprising an engine, a universal joint transmission, a speed change device and a reducer connected in sequence, wherein the reducer is fixed to the wheel rim and comprises a grooved gear meshing with the internal gear;

[0009] A braking system comprising an elastic rear frame deceleration device and a locking ring brake device, wherein the elastic rear frame deceleration device comprises an elastic rear frame and a retractable shock absorber, wherein the elastic rear frame comprises an elastic beam wall, wherein the elastic beam wall is arc-shaped, and both ends of the elastic beam wall are connected to the center of the wheel spoke, and both ends of the shock absorber are respectively connected to the elastic beam wall and the cabin body, wherein the shock absorber is configured to extend during braking to open the front end of the elastic beam wall so that the two wheel assemblies form a preset angle, and the locking ring brake device is configured to cut off the power transmission between the engine and the universal joint transmission device during braking.

[0010] The rear wheel assembly is connected to the front wheel support frame by a hinged connection between the front wheel support frame and the front wheel support frame, and the hinged connection between the front wheel support frame and the front wheel support frame is connected to the front wheel support frame.

[0011] Preferably, the cabin door assembly includes a cabin door, a door shaft, a flex door and a foot-operated servo, one side of the cabin door is hinged to the front end opening of the cabin body through the door shaft, the flex door is hinged below the front end of the cabin body, and the foot-operated servo is used to control the pitch of the flex door around the cabin body.

[0012] Preferably, the cockpit body includes a cockpit frame, a seat and a guard plate, the seat is fixed to the cockpit frame through a vibration damping column, the cockpit frame is provided with a control box, a battery box and a motor box, the control box is provided with a main control module, the battery box is provided with a battery, the motor box is provided with the engine, the guard plate is fixed to the cockpit frame, the seat is located in the guard plate, the cabin door is hinged to the front end of the guard plate, and the guard plate is provided with an operating handle and a control platform.

[0013] Preferably, the universal joint transmission device includes a first-stage universal joint and a second-stage universal joint, the first-stage universal joint includes an input shaft fork, an input cross shaft and an elastic push rod, the second-stage universal joint includes an elastic sleeve rod, an output cross shaft, and an output shaft fork, the input shaft fork is hinged to one end of the elastic push rod through the input cross shaft, the other end of the elastic push rod is sleeved in the elastic sleeve rod, the end of the elastic sleeve rod away from the elastic push rod is hinged to the output shaft fork through the output cross shaft, and the end of the output shaft fork away from the output cross shaft is provided with a power column.

[0014] Preferably, the speed changing device includes a driven column, a speed changing paddle, a flexible device and a reduction center wheel, a driving bevel wheel is provided at one end of the power column, a driven bevel wheel is sleeved on the driven column, the driving bevel wheel and the conical friction surface of the driven bevel wheel are tangent, the flexible device includes a flexible cross shaft, a flexible sleeve rod and a flexible push rod, one end of the flexible sleeve rod is connected to the driven column, the other end of the flexible sleeve rod is hinged to one end of the flexible push rod through the flexible cross shaft, the reduction center wheel is provided at the other end of the flexible push rod, the reduction center wheel is connected to the reducer, the speed changing paddle is sleeved on the driven column, and the speed changing paddle is used to drive the driven bevel wheel to move axially to change the transmission ratio of the speed changing device.

[0015] Preferably, the reducer also includes a driven reduction wheel, a rear shell and a fixed plate, the reduction center wheel is meshed with the driven reduction wheel, the driven reduction wheel is coaxially connected to the groove gear, the reduction center wheel and the driven reduction wheel are located in the rear shell, the fixed plate is connected to the wheel rim, a support shaft is provided on one side of the fixed plate, and the driven reduction wheel and the groove gear are rotatably connected to the support shaft.

[0016] Preferably, the shock absorber includes a liquid storage rod, a return hydraulic rod and a shock absorbing spring, one end of the return hydraulic rod is sleeved in the liquid storage rod, the shock absorbing spring is sleeved outside the return hydraulic rod, an inner end cover is provided on the end of the liquid storage rod away from the return hydraulic rod, an outer end cover is provided on the end of the return hydraulic rod away from the liquid storage rod, a lock is provided on the cabin body, the lock is connected to the inner end cover, a pulling and pressing platform is provided on the inner side of the elastic beam wall, and the pulling and pressing platform is connected to the outer end cover.

[0017] Preferably, the lock ring brake device includes a power spline shaft, a power locking ring, a driven locking ring, a brake paddle, a driven spline shaft and an internal tooth lock buckle and an elastic band, one end of the power spline shaft is connected to the engine, and the other end is connected to the power locking ring, the driven locking ring is connected to one end of the driven spline shaft, and the other end of the driven spline shaft is connected to the input shaft fork, the brake paddle is sleeved on the power locking ring and the driven locking ring, and can slide in the axial direction, the internal tooth lock buckle is sleeved on one side of the driven locking ring, during normal driving, the brake paddle is engaged with the power locking ring and the driven locking ring at the same time, when braking, the brake paddle is axially translated toward the driven locking ring, the brake paddle is disengaged from the power locking ring, and at the same time, the brake paddle is engaged with the internal tooth lock buckle, an elastic belt buckle is provided on the internal tooth lock buckle, and the elastic belt is respectively connected to the elastic belt buckle and the cockpit frame.

[0018] Preferably, the vibration damping system includes a vibration damping outer plate, a vibration damping inner plate, a vibration damping arm, a connecting head and a vibration damping suspension. The vibration damping outer plate is provided with an outer tray, an outer plate wiper, an elastic element and a positioning ring. One end of the vibration damping outer plate is fixed to the center of the wheel spoke through the outer tray, and the other end of the vibration damping outer plate is connected to one side of the vibration damping inner plate through the positioning ring and the outer plate wiper. The pressure head of the vibration damping inner plate is clamped on the positioning ring, and the other side of the vibration damping inner plate is connected to the vibration damping arm. The vibration damping arm is connected to the vibration damping suspension through the connecting head, and the vibration damping suspension is connected to the cabin body.

[0019] Compared with the above background technology, the basket-type tram provided by the present invention has the following beneficial effects:

[0020] 1. By providing a forward bending plate auxiliary wheel mechanism and a rear bending plate auxiliary wheel mechanism on the front and rear sides of the bottom of the cabin body respectively, the electric vehicle can be prevented from tilting forward or backward, thereby improving driving safety;

[0021] 2. In addition to the engine and reducer, the drive system also includes a universal joint transmission device and a speed change device. The universal joint transmission device can change the direction of power transmission and realize a flexible connection between the cockpit system and the speed change device, making the vehicle safer and more stable during driving.

[0022] 3. The braking system includes an elastic rear frame deceleration device and a locking ring brake device. The elastic rear frame deceleration device can absorb energy and significantly slow down the vehicle, while the locking ring brake device can cut off power and clamp the universal joint transmission device, thereby making the braking process more efficient, reducing rigid impact, and improving the stability and safety of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0024] Figure 1 This is the overall diagram of the basket-type tram;

[0025] Figure 2 This is a rear view of the basket-type tram;

[0026] Figure 3 This is the overall diagram of the cockpit system when the forward bending plate auxiliary wheel mechanism is working;

[0027] Figure 4 This is the overall diagram of the cockpit system when the rear-bend plate auxiliary wheel mechanism is working;

[0028] Figure 5 This is the position diagram of the front flexion plate and the back flexion plate;

[0029] Figure 6 This is the door axis structure diagram;

[0030] Figure 7 This is the axonometric view of the basket-type tram in parked state;

[0031] Figure 8 It is a side view of the basket-type tram in the parked state;

[0032] Figure 9 is the characteristic diagram of the guard plate;

[0033] Figure 10 is the internal characteristic diagram of the cockpit system;

[0034] Figure 11 is the characteristic diagram of the cockpit frame;

[0035] Figure 12 This is a characteristic diagram of the rear portion of the cockpit frame;

[0036] Figure 13 It is the structural diagram of the universal joint transmission device;

[0037] Figure 14 is the external characteristic diagram of the transmission;

[0038] Figure 15 This is a diagram of the internal structure of the speed change device;

[0039] Figure 16 is the characteristic diagram of the power column;

[0040] Figure 17 is the characteristic diagram of the driven column;

[0041] Figure 18 This is the characteristic diagram of the speed paddle;

[0042] Figure 19 It is the structure diagram of the reducer;

[0043] Figure 20 is the characteristic diagram of groove gear;

[0044] Figure 21 is the characteristic diagram of the elastic rear frame;

[0045] Figure 22 It is the cross-sectional structure diagram of the shock absorber;

[0046] Figure 23 This is an exploded view of the lock ring brake device;

[0047] Figure 24 This is the brake paddle characteristic diagram;

[0048] Figure 25 This is the characteristic diagram of the internal tooth lock;

[0049] Figure 26 This is a diagram showing the connection between the lock ring brake device and the cockpit;

[0050] Figure 27 is the external characteristic diagram of the wheel system;

[0051] Figure 28 It is a side view of the internal structure of the wheel system;

[0052] Figure 29 This is the internal structure diagram of the wheel system;

[0053] Figure 30 This is the structure diagram of the damping suspension;

[0054] Figure 31 This is the exploded diagram of the vibration damping system;

[0055] Figure 32 This is the structure diagram of the damping outer disk;

[0056] Figure 33 This is the characteristic diagram of the damping inner disc;

[0057] Figure 34 This is the servo structure diagram.

[0058] The reference numerals are as follows:

[0059] 1 is the cockpit system:

[0060] 11. Cabin main body, 111. Guard plate, 1111. Suspension valve, 1112. Operating handle, 1113. Operating platform, 1114. Side guard plate, 1115. Lock, 112. Cabin frame, 1121. Support beam, 1122. Control box, 1123. Battery box, 1124. Motor box, 1125. Lead screw, 1126. Cabin elastic belt buckle, 1127. Flexion plate hinge support, 113. Seat, 1131. Vibration damping column, 1132. Seat back;

[0061] 12. Cabin door assembly, 121. Cabin door, 122. Bend door, 123. Step shaft, 124. I-beam;

[0062] 13 door axis, 131 side column, 132 telescopic slot, 133 piston, 1331 air return slot, 1332 positioning slot;

[0063] 14 forward bending board auxiliary wheel mechanism, 141 forward bending board, 142 front auxiliary telescopic rod, 143 front auxiliary wheel;

[0064] 15 rear bending plate auxiliary wheel mechanism, 151 rear bending plate, 152 bending rod, 153 rear auxiliary telescopic rod, 154 rear bending wheel rod, 155 rear auxiliary wheel;

[0065] 2 is the universal joint transmission device:

[0066] 21 first stage universal joint, 211 input shaft fork, 212 input cross shaft, 213 elastic push rod;

[0067] 22 second stage universal joint, 221 elastic sleeve rod, 222 sleeve shaft, 223 power column, 224 power column shaft;

[0068] 3 is the speed change device:

[0069] 31 continuously variable transmission column assembly, 311 driving cone wheel, 312 driven column, 3121 ball bearing outer seat, 3122 ball bearing inner seat, 3123 flat keyway, 313 speed shift paddle, 3131 guide protrusion, 3132 coupling section, 314 flexible device, 3141 flexible cross shaft, 3142 flexible sleeve rod, 3143 flexible push rod, 315 reduction center wheel, 316 front housing;

[0070] 32 reducer, 321 driven reduction wheel, 322 grooved gear, 3221 oil storage tank, 3222 transmission column, 323 rear housing, 324 fixing plate;

[0071] 4 is the brake system:

[0072] 41 elastic rear frame deceleration device, 411 elastic rear frame, 4111 positioning ring, 4112 tension and pressure table, 4113 elastic beam wall;

[0073] 42 shock absorber, 421 liquid storage sleeve rod, 4211 inner end cover, 4212 circulation groove, 422 return hydraulic rod, 4221 immersion hole, 4222 return hole, 4223 liquid guide hole, 4224 outer end cover, 423 shock absorber spring;

[0074] 43 lock ring brake device, 431 power spline shaft, 432 power lock ring, 433 driven lock ring, 434 brake paddle, 4341 paddle buckle, 4342 pointed external teeth, 4343 pointed internal teeth, 435 driven spline shaft, 436 internal tooth lock buckle, 4361 brake elastic belt buckle, 4362 locking buckle pointed internal teeth, 437 elastic belt;

[0075] 5 is the vibration damping system:

[0076] 51 damping outer disc, 511 outer disc support, 512 outer disc wiper, 513 damping elastic element, 514 positioning ring, 52 damping inner disc, 521 compression head, 522 inner disc wiper, 53 damping arm, 54 connecting head, 55 damping suspension, 551 piston push rod, 552 liquid storage sleeve rod, 553 damping elastic element;

[0077] 6 is the wheel system:

[0078] 61 inner spoke, 62 outer spoke, 63 internal gear tire disc, 631 internal gear, 632 tire seat, 64 tapered roller seat, 65 tapered roller, 66 tire;

[0079] 71 engine, 72 servo, 721 DC motor, 722 reducer, 73 main control module, 74 battery. DETAILED DESCRIPTION

[0080] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0081] In order to enable those skilled in the art to better understand the solutions of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0082] The embodiment of the present invention provides a hanging basket type tram, comprising: a cabin system 1, a wheel system, a drive system and a brake system 4, wherein the cabin system 1 comprises a cabin body 11, a door assembly 12, a front bending plate auxiliary wheel mechanism 14 and a rear bending plate auxiliary wheel mechanism 15, as shown in FIG. Figures 3 to 5As shown, the door assembly 12 is connected to the cabin body 11, and the forward bending plate auxiliary wheel mechanism 14 is hinged to the front side of the bottom of the cabin body 11. When the forward bending plate auxiliary wheel mechanism 14 is in operation, it can be rotated downward by a certain angle from the front side of the bottom of the cabin body 11 to contact the ground and support the cabin body 11, thereby preventing the tram from tilting forward. The rear bending plate auxiliary wheel mechanism 15 is hinged to the rear side of the bottom of the cabin body 11. The rear bending plate auxiliary wheel mechanism 15 can prevent the tram from tilting backward. Therefore, the stability of the tram during operation can be improved by the forward bending plate auxiliary wheel mechanism 14 and the rear bending plate auxiliary wheel mechanism 15. Figure 1 and Figure 2 as well as Figures 27-29 As shown, the wheel system includes two sets of wheel assemblies, and the cabin system 1 is located between the two sets of wheel assemblies. Each set of wheel assemblies includes spokes, rims and bearings. An internal gear 631 is provided on the inner side of the rim, and the rim is connected to the spokes through the bearings. Both sides of the cabin body 11 are connected to the center of the spokes through the vibration damping system 5; the drive system includes an engine 71, a universal joint transmission device 2, a speed change device 3 and a reducer 32 connected in sequence. The reducer 32 is fixed to the rim and includes a grooved gear 322. The grooved gear 322 is meshed with the internal gear; the brake system 4 includes an elastic rear frame 411, a reduction device 41 and a lock ring brake device 43, as shown in FIG. Figure 21 and Figure 22As shown, the elastic rear frame 411 deceleration device 41 includes an elastic rear frame 411 and a retractable shock absorber 42. The elastic rear frame 411 includes an elastic beam wall 4113. The elastic beam wall 4113 is arc-shaped, for example, C-shaped. The two ends of the elastic beam wall 4113 are connected to the center of the spoke, and the two ends of the shock absorber 42 are respectively connected to the elastic beam wall 4113 and the cabin body 11. When braking, the shock absorber 42 extends to open the front end of the elastic beam wall 4113, so that the two wheel assemblies are at a preset angle, thereby decomposing the speed and part of the kinetic energy is absorbed by the elastic rear frame 411. In this process, the tram is less impacted, but the speed can be reduced. The lock ring brake device 43 can cut off the power transmission of the engine and the universal joint transmission device when braking, thereby achieving the purpose of braking the tram. The bearing is preferably a tapered roller bearing, comprising two opposing tapered roller seats 64, on which a number of tapered rollers 65 are placed. The wheel rim includes an inner-geared tire disc 63 and a tire 66. The outer ring of the inner-geared tire disc 63 serves as the tire seat 632, on which the tire 66 is mounted. The inner ring of the inner-geared tire disc 63 serves as the outer roller seat of the tapered roller bearing. An internal gear passes through the gap between the two tapered roller seats 63 and directly engages with the grooved gear 322. This tapered roller bearing enables the wheel assembly to withstand strong lateral loads. The grooved gear 322 rotates, driving the inner gear 631, which in turn drives the tire 66 fixed to the inner-geared tire disc 63. The wheel spokes include inner and outer spokes 61 and 62, respectively fixed to the inner sides of the two tapered roller seats 64. The central circular grooves of the inner and outer spokes 61 and 62 are fixed to the ends of the elastic rear frame 411.

[0083] In some embodiments of the present application, Figure 3 As shown, the front bending plate auxiliary wheel mechanism 14 includes a front bending plate 141, a front auxiliary telescopic rod 142, a front auxiliary wheel 143 and a front auxiliary steering gear. A front auxiliary wheel cavity is provided on the front side of the bottom of the cabin body 11. One side of the front bending plate 141 is hinged to the cabin body 11, one end of the front auxiliary telescopic rod 142 is hinged to the inner side of the front bending plate 141, and the other end is connected to the front auxiliary wheel 143. When the cabin body 11 tends to tilt forward, the front auxiliary steering gear drives the front bending plate 141 to rotate downward to open the front auxiliary wheel 143 cavity, and then the front auxiliary telescopic rod 142 extends to make the front auxiliary wheel 143 contact the ground. When the support of the front auxiliary wheel 143 is no longer needed, the front auxiliary steering gear drives the front bending plate 141 to rotate upward to cover the front auxiliary wheel 1 cavity, thereby accommodating the front auxiliary wheel 143. Figure 4As shown, the rear bending plate auxiliary wheel mechanism 15 includes a rear bending plate 151, a bending rod 152, a rear auxiliary telescopic rod 153, a rear bending wheel rod 154, a rear auxiliary wheel 155 and a rear auxiliary steering gear. A rear auxiliary wheel chamber is provided on the rear side of the bottom of the cabin body 11. One side of the rear bending plate 151 is hinged to the cabin body 11, one end of the bending rod 152 is hinged to the rear bending plate 151, the auxiliary telescopic rod is connected to the bending rod 152, one end of the rear bending wheel rod 154 is hinged to the rear auxiliary telescopic rod 153, and the other end is connected to the rear auxiliary wheel 155. When the cabin body When the cabin 11 tends to tilt backward, the rear auxiliary servo drives the rear flexure plate to rotate downward to open the rear auxiliary wheel chamber, and then drives the rear auxiliary wheel 155 to extend through the rear auxiliary telescopic rod 153 to make the rear auxiliary wheel 155 contact the ground. When the rear auxiliary wheel 155 is no longer needed for support, the rear auxiliary servo drives the rear flexure plate 151 to rotate upward to cover the rear auxiliary chamber, thereby accommodating the rear auxiliary wheel 155. A flexure plate hinge support 1127 for hinged connection between the front flexure plate 141 and the rear flexure plate 151 is provided at the bottom of the cabin body 11.

[0084] In some embodiments of the present application, Figure 3 、 Figures 6 to 8 As shown, the door assembly 12 includes a door 121, a door shaft 13, a bent plate door 122 and a pedal servo. One side of the door 121 is hinged to the front end opening of the cabin body 11 through the door shaft 13, wherein two split-type doors 121 can be hinged at the front end opening of the cabin body 11. The door shaft 13 includes two side columns 131, two telescopic slots 132 and a piston 133. The piston 133 is provided with a return air groove 1331 and a positioning groove 1332. A door shaft servo is provided in the door shaft 13, wherein one side column 131 is connected to the cabin body 11, and the other side column 131 is connected to the The cabin door 121 is connected, and the two ends of the piston 133 are respectively connected to the two telescopic slots 132. The two telescopic slots 132 are respectively hinged to the two side pillars. The door shaft 13 servo can control the cabin door to open to both sides of the cabin body 11; the flex door 122 is hinged at the front bottom of the cabin body 11, and the foot servo can control the flex door 122 to pitch around the cabin body 11. When the driver needs to get off the vehicle, the foot servo can control the flex door 122 to rotate downward. The driver steps on the flex door 122 with both feet. When the driver gets on the vehicle, the foot servo can control the flex door 122 to rotate upward. The door opening method provided in this application is a front-opening power-assisted method, which can help the driver get on and off the vehicle conveniently.

[0085] In some embodiments, as Figures 9 to 12As shown, the cockpit body 11 includes a cockpit frame 112, a seat 113 and a guard plate 111. The seat 113 is fixed to the cockpit frame 112 by a vibration-damping column 1131. The seat 113 is a seat 113 with a seat back 1132, wherein the vibration-damping column 1131 is a collection of a vibration-damping rod and an elastic element, which can improve the comfort of the seat 113. The cockpit frame 112 is preferably a trapezoidal groove structure. A control box 1122, a battery box 1123 and a motor box 1124 are provided on the cockpit frame 112. A main control module 73 is provided in the control box 1122. The main control module 73 is mainly composed of a vehicle communication network, an electronic control module, and response units at all levels. The vehicle communication network is composed of an electric control circuit inside the vehicle body, which is used to connect the electronic control module and response units at all levels. For the self-adjustment function that is partially independent of manual labor, after the electronic control module outputs an instruction, the response units at all levels will feed back the operating effect to the electronic control module, thereby realizing closed-loop control and optimizing the control effect. For the self-regulating function that is partially independent of manual operation, after the electronic control module outputs the instruction, the response units at all levels will feed back the operating effect to the electronic control module, thereby realizing closed-loop control and optimizing the control effect. The battery box 1123 is provided with a battery, the motor box 1124 is provided with a motor, and there is a certain distance between the bottom of the seat 113 and the cabin frame 112. The control box 1122, the battery box 1123 and the motor box 1124 are arranged between the seat 113 and the cabin frame 112. The upper surface of the cabin frame 112 has a large contact area with the air and a strong ventilation capacity, which can control The cabin frame 112 is equipped with a plurality of protective panels 111, a plurality of protective panels 111, and a plurality of side panels 1114. The protective panels 111 are fixed to the cabin frame 112, and the seats 113 are located within the protective panels 111. The cabin door is hinged to the front end of the protective panels 111. The protective panels 111 include a rear protective panel and a side protective panel 1114, forming a C-shape in a top view. Support beams 1221 are provided on both sides of the upper portion of the cabin frame 112, and the protective panels 111 are mounted on the support beams 1221. In addition to the above components, the cabin body 11 also includes structures such as windshields and windows to improve humidification safety and the riding experience. The cabin body 11 is a spliced ​​structure, and each component can independently perform multiple functions, with a high degree of integration, which can reduce the size of the vehicle and thus improve space utilization. An operating handle 1112 and a control platform are provided on the guard plate 111. The operating handle 1112 is used to control wheel steering, braking, horn, lights, etc., and the operating platform 1113 is used to display vehicle information and other functions such as map navigation. This operation method takes into account both safety and simplicity.The flex door 122 is connected to the cabin frame 112. The flex door 122 and the I-beam 124 are connected by a foot-operated servo, which can control the rotation of the flex door 122 relative to the cabin frame 112. The I-beam 124 is connected to the stepping shaft 123 via a stepping servo. The stepping shaft 123 is clamped in grooves on both sides of the cabin frame 112. The stepping shaft 123 is threadedly connected to the lead screw 1125. The motor can control the rotation of the lead screw 1125, which in turn drives the stepping shaft 123 to move, thereby controlling the relative movement of the flex door 122. This allows for the control of the movement of the flex door 122 with a high degree of freedom. It should be noted that the various servos 72 provided in the embodiments of the present application all include a DC motor 721 and a transmission 722.

[0086] In some embodiments, as Figure 13 As shown, the universal joint transmission device 2 includes a first-stage universal joint 21 and a second-stage universal joint 22. The first-stage universal joint 21 includes an input shaft fork 211, an input cross shaft 212, and an elastic push rod 213. The second-stage universal joint 22 includes an elastic sleeve 221, an output cross shaft, and an output shaft fork. The input shaft fork 211 is hinged to one end of the elastic push rod 213 via the input cross shaft 212. The other end of the elastic push rod 213 is sleeved within the elastic sleeve 221. The two cannot rotate relative to each other but can only move relative to each other. The end of the elastic sleeve 221, away from the elastic push rod 213, is hinged to the output shaft fork via the output cross shaft. The end of the output shaft fork, away from the output cross shaft, is provided with a power column 223. The first-stage universal joint 21 enables the first change of direction of the input speed and torque, while the second-stage universal joint 22 enables the second change of direction of the input speed and torque. The universal joint transmission device can transmit the speed and torque output by the engine to the transmission device 3, realizing a flexible connection between the cockpit system 1 and the transmission device 3, making the vehicle more stable and safer during driving.

[0087] In some embodiments, as Figures 14 to 18As shown, the speed transmission device 3 includes a continuously variable transmission assembly 31, and the continuously variable transmission assembly 31 includes a power column 223, a driven column 312, a shift paddle 313, a flexible device 314, a reduction center wheel 315 and a front shell 316. The power column 223, the driven column 312, the shift paddle 313 and the flexible device 314 are arranged in the front shell 316. One end of the power column 223 is provided with a driving cone wheel 311, and the other end is provided with a power column shaft fork. A protrusion is provided in the middle of the power column shaft 224 of the power column shaft fork, which can cooperate with the sleeve shaft piece 222 of the output shaft fork 211 to form an output cross shaft. The contact part between the power column 223 and the power column shaft fork is provided with a flange for axial locking with the front shell 316. A driven bevel gear is sleeved onto the driven column 312. The conical friction surfaces of the driving bevel gear 311 and the driven bevel gear are tangential, achieving frictional transmission of speed and torque. Multiple layers of solid-solution paint are applied to the surfaces of the driving bevel gear 311 and the driven bevel gear to increase friction and strength. The flexible device 314 includes a flexible cross shaft 3141, a flexible sleeve rod 3142, and a flexible push rod 4143. One end of the flexible sleeve rod is connected to the driven column 312, and the other end of the flexible sleeve rod 3142 is hinged to one end of the flexible push rod 3143 via the flexible cross shaft 3141. A reduction center wheel 315 is located at the other end of the flexible push rod 3143 and is connected to the reducer 32. The speed shift paddle 313 is sleeved onto the driven column 312 and is used to drive the driven bevel gear to move axially, thereby changing the transmission ratio of the transmission device 3. The driven bevel gear is connected to the driven column 312 via a keyway 3123. A ball bearing is mounted at the end of the driven column 312, consisting of an inner ball bearing seat 3122 and an outer ball bearing seat 3121. The outer ball bearing seat 3121 has a guide groove, and the inner ring of the shift paddle 313 has a guide protrusion 3131 that mates with the guide groove. The ball bearing primarily supports the shift paddle 313, preventing wear between the paddle 313 and the driven column 312. The shift paddle 313 has coupling sections 3132 at each end, each connected to a motor mounted on the front housing 316. When the vehicle's driving state changes, the driver generates a corresponding electrical signal via the operating handle 1112. This signal is analyzed and calculated by the main control module and converted into a control signal, which controls the movement of the coupling section 3132 of the shift paddle 313, changing the diameter ratio of the friction cone surface and thereby altering the transmission ratio of the transmission 3. The two wheel assemblies are each equipped with a transmission device 3, which controls the rotation speed of the two wheels respectively, thereby controlling the acceleration and steering of the wheels.

[0088] In some embodiments of the present application, Figure 19As shown, the reducer 32 also includes a driven reduction wheel 321, a rear shell 323 and a fixed plate 324. The reduction center wheel 315 is meshed with the driven reduction wheel 321. The driven reduction wheel 321 is coaxially connected to the groove gear 322. The reduction center wheel 315 and the driven reduction wheel 321 are located in the rear shell 323. The fixed plate 324 is connected to the wheel rim. A support shaft is provided on one side of the fixed plate 324. The driven reduction wheel 321 and the groove gear 322 are rotatably connected to the support shaft. Figure 20 As shown, the outer edge of the grooved gear 322 is an oil storage groove 3221 with a certain depth, and a number of transmission columns 3222 are arranged to replace the gear teeth for transmission. The grooved gear 322 is used to ensure that there is always lubricating oil at the meshing point between the gear and the wheel, which can reduce the impact on the gear and also play a dust-proof role.

[0089] In some embodiments of the present application, Figure 21 and Figure 22 As shown, the shock absorber 42 includes a liquid storage rod 421, a return hydraulic rod 422 and a damping spring 423. One end of the return hydraulic rod 422 is sleeved in the liquid storage rod 421, and the damping spring 423 is sleeved outside the return hydraulic rod 422. An inner end cover 4211 is provided on the end of the liquid storage rod 421 away from the return hydraulic rod 422, and an outer end cover 4224 is provided on the end of the return hydraulic rod 422 away from the liquid storage rod 421. A locker 1115 is provided on the cabin body 11, and the locker 1115 is connected to the inner end cover 4211. A tension and pressure platform 4112 is provided on the inner side of the elastic beam wall 4113, and the tension and pressure platform 4112 is connected to the outer end cover 4224. The reservoir rod 421 and the return hydraulic rod 422 are precisely matched, sealing the oil in the annular groove 4212 within the reservoir rod 421. The return hydraulic rod 422 is provided with an immersion hole 4221 and a liquid guide hole 4223, allowing a small amount of oil to flow through this liquid path into the internal cavity of the return hydraulic rod 422. When the return hydraulic rod 422 is pressed against the reservoir rod 421, the oil can initially only enter the cavity through the liquid guide hole 4223. As the displacement continues to increase, more oil flows into the cavity from the return oil hole 4222, and the resistance gradually decreases. If the cavity of the return hydraulic rod 422 is used as a reservoir, the situation is reversed. The damping spring 423 is installed between the return hydraulic rod 422 and the outer end cover 4224 to reset the shock absorber 42. The elastic rear frame 411 is connected to the wheel assembly via a positioning ring 4111. When braking, the motor controls the shock absorber 42 to stretch outward a certain distance, causing the front end of the elastic rear frame 411 to open, resulting in an opening angle θ between the two wheel assemblies. This decomposes the vehicle's speed into lateral and longitudinal directions. The lateral direction is the axis of rotation of the vehicle, and the longitudinal direction is the forward and backward direction of the vehicle. The lateral speed is absorbed by the elastic rear frame 411, which also causes the opening angle of the elastic rear frame 411 to continuously expand. The longitudinal speed decreases as the opening angle increases.

[0090] In some embodiments, Figures 23 to 26As shown, the lock-ring brake device 43 includes a power spline shaft 431, a power lock ring 432, a driven lock ring 433, a brake paddle 434, a driven spline shaft 435, an internally toothed lock buckle 436, and an elastic band 437. One end of the power spline shaft 431 is connected to the engine 71, and the other end is connected to the power lock ring 432. The driven lock ring 433 is connected to one end of the driven spline shaft 435, and the other end of the driven spline shaft 435 is connected to the input shaft fork 211. The brake paddle 434 is mounted on the power lock ring 432 and the driven lock ring 433 and can slide in the axial direction. The internally toothed lock buckle is mounted on one side of the driven lock ring 433. The teeth on both sides of the inner and outer teeth at one end of the brake paddle 434 are chamfered to form pointed inner teeth 4343 and pointed outer teeth 4342. The pointed teeth can reduce the resistance encountered by the brake paddle 434 during movement. The other end of the brake paddle 434 lacks internal and external teeth, but instead has multiple rectangular holes cut into it to serve as a paddle buckle 4341. The external teeth of the brake paddle 434 are only half the length of the internal teeth, corresponding to the internal teeth of the internal tooth lock buckle 436. The internal teeth 4362 at the top of the lock buckle are also chamfered, making the movement of the brake paddle 434 smoother. The cockpit system 11 is provided with a cabin elastic belt buckle 1126, and the internal tooth lock buckle is provided with a brake elastic belt buckle 4361. The elastic belt 437 is wrapped around the cabin elastic belt buckle 1126 and the brake elastic belt buckle 4361 to provide resistance for the lock ring type brake device 4343. During normal driving, the brake paddle 434 engages with the power lock ring 432 and the driven lock ring 433 at the same time. The power transmission route is from the power spline shaft 431 to the power lock ring 432, and then to the brake paddle 434. The inner teeth of the brake paddle 434 engage with the outer teeth of the driven lock ring 433 to transmit the power to the driven lock ring 433 until it reaches the driven spline shaft 435. During this process, the inner tooth lock buckle 436 does not obtain power. When braking, the brake paddle 434 moves axially toward the driven lock ring 433, and the brake paddle 434 is disengaged from the power lock ring 432 and no longer has a transmission function. At the same time, the brake paddle 434 is engaged with the inner tooth lock buckle 436. At this time, the power source is the remaining kinetic energy on the driven spline shaft 435. The power transmission route is from the driven spline shaft 435 to the driven lock ring 433, then to the brake paddle 434, and finally to the inner tooth lock buckle 436. The inner tooth lock buckle is provided with an elastic belt buckle 1126, and the elastic belt is respectively connected to the elastic belt buckle 1126 and the cabin frame 112 to provide resistance for the lock ring brake device 4343.The braking system 44 is composed of an elastic rear frame 411, a deceleration device 4141, and a lock-ring brake device 4343. The shock absorber 42 first controls the elastic rear frame 411 to open a specific angle (set angle θ), decomposing the speed. Part of the kinetic energy is absorbed by the elastic rear frame 411. During this process, the vehicle is less impacted, but the vehicle speed can be reduced according to a specific ratio (the sine value sinθ of the set angle θ). After idling for 0.5ms, the elastic belt 437 engages with the universal joint transmission device 2. The residual torque of the universal joint transmission device 2 causes the elastic belt 437 to tighten rapidly, converting the kinetic energy into potential energy. During this process, the vehicle is subjected to a large impact and can quickly reduce the vehicle speed to zero.

[0091] In some embodiments, as Figures 30 to 33 As shown, the vibration damping system 5 includes a vibration damping outer disk 51, a vibration damping inner disk 52, a vibration damping arm 53, a connecting head 54 and a vibration damping suspension 55. The vibration damping outer disk 51 is provided with an outer disk holder 511, an outer disk wiper 512, an elastic element 513 and a positioning ring 514. One end of the vibration damping outer disk 51 is fixed to the center of the spoke through the outer disk holder 511, and the other end of the vibration damping outer disk 51 is connected to one side of the vibration damping inner disk 52 through the positioning ring 514 and the outer disk wiper 512. The pressing head 521 of the vibration damping inner disk 52 is stuck on the positioning ring 514, pressing the vibration damping elastic elements 513 on both sides to obtain the damping The damping mechanism 521 is a structure that generates a force to damp vibrations. The inner disk wiper 522 and the outer disk wiper 512 squeeze each other to generate friction, thereby reducing relative slip. The other side of the damping inner disk 52 is connected to the damping arm 53, which is connected to the damping suspension 55 via a connector 54. The damping suspension 55 includes a piston push rod 551, a fluid reservoir rod 552, and a damping elastic element 533. The damping suspension 55 is connected to the cabin body 11 to provide a vertical damping effect. Suspension valves 1111 are provided on both sides of the cabin body 11, and the suspension valves 1111 are connected to the damping suspension 55. When turning, the relative position of the cabin can be changed by changing the inclination angle of the damping suspension 55 to change the center of gravity of the vehicle, thereby lowering the center of gravity, increasing cornering speed, and reducing steering centrifugal force.

[0092] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0093] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A hanging basket tram, characterized in that: include: A cockpit system, comprising a cockpit body, a door assembly, a forward bend panel auxiliary wheel mechanism, and a rearward bend panel auxiliary wheel mechanism, wherein the door assembly is connected to the cockpit body, the forward bend panel auxiliary wheel mechanism is hinged to the front side of the bottom of the cockpit body, and the rearward bend panel auxiliary wheel mechanism is hinged to the rear side of the bottom of the cockpit body; A wheel system comprising two sets of wheel assemblies, each set of wheel assemblies comprising spokes, a rim, and a bearing. An internal gear is provided on the inner side of the rim, and the rim is connected to the spokes via the bearing. Both sides of the cabin body are connected to the center of the spokes via a vibration damping system. A drive system comprising an engine, a universal joint transmission, a speed change device and a reducer connected in sequence, wherein the reducer is fixed to the wheel rim and comprises a grooved gear meshing with the internal gear; a braking system comprising an elastic rear frame deceleration device and a locking ring brake device, the elastic rear frame deceleration device comprising an elastic rear frame and a retractable shock absorber, the elastic rear frame comprising an elastic beam wall, the elastic beam wall being arc-shaped, the ends of the elastic beam wall being connected to the center of the wheel spokes, the ends of the shock absorber being respectively connected to the elastic beam wall and the cabin body, the shock absorber being configured to extend during braking to open the front end of the elastic beam wall so that the two wheel assemblies form a preset angle, the locking ring brake device being configured to cut off power transmission between the engine and the universal joint transmission device during braking; The front bending plate auxiliary wheel mechanism includes a front bending plate, a front auxiliary telescopic rod, a front auxiliary wheel and a front auxiliary steering gear, a front auxiliary wheel chamber is provided on the front side of the bottom of the cabin main body, one side of the front bending plate is hinged to the cabin main body, and the front auxiliary steering gear is used to drive the front bending plate to rotate to cover or open the front auxiliary wheel chamber, one end of the front auxiliary telescopic rod is hinged to the inner side of the front bending plate, and the other end is connected to the front auxiliary wheel; the rear bending plate auxiliary wheel mechanism includes a rear bending plate, a bending rod, a rear auxiliary telescopic rod, a rear bending wheel rod, a rear auxiliary wheel and a rear auxiliary steering gear, a rear side of the bottom of the cabin main body is provided with a rear auxiliary wheel chamber, one side of the rear bending plate is hinged to the cabin main body, and the rear auxiliary steering gear is used to drive the rear bending plate to rotate to cover or open the rear auxiliary wheel chamber, one end of the bending rod is hinged to the rear bending plate, the auxiliary telescopic rod is connected to the bending rod, one end of the rear bending wheel rod is hinged to the rear auxiliary telescopic rod, and the other end is connected to the rear auxiliary wheel.

2. The hanging basket type tram according to claim 1, characterized in that: The door assembly includes a door, a door shaft, a flex door and a foot-operated servo. One side of the door is hinged to the front end opening of the cabin body through the door shaft. The flex door is hinged below the front end of the cabin body. The foot-operated servo is used to control the pitch of the flex door around the cabin body.

3. The hanging basket type tram according to claim 2, characterized in that: The cockpit body includes a cockpit frame, a seat and a guard plate. The seat is fixed to the cockpit frame through a vibration-damping column. The cockpit frame is provided with a control box, a battery box and a motor box. The control box is provided with a main control module, the battery box is provided with a battery, and the motor box is provided with the engine. The guard plate is fixed to the cockpit frame, the seat is located in the guard plate, the cabin door is hinged to the front end of the guard plate, and the guard plate is provided with an operating handle and a control platform.

4. The hanging basket type tram according to claim 3, characterized in that: The universal joint transmission device includes a first-stage universal joint and a second-stage universal joint. The first-stage universal joint includes an input shaft fork, an input cross shaft and an elastic push rod. The second-stage universal joint includes an elastic sleeve rod, an output cross shaft and an output shaft fork. The input shaft fork is hinged to one end of the elastic push rod through the input cross shaft. The other end of the elastic push rod is sleeved in the elastic sleeve rod. The end of the elastic sleeve rod away from the elastic push rod is hinged to the output shaft fork through the output cross shaft. The end of the output shaft fork away from the output cross shaft is provided with a power column.

5. The hanging basket type tram according to claim 4, characterized in that: The transmission device includes a driven column, a shift paddle, a flexible device and a reduction center wheel. A driving cone wheel is provided at one end of the power column, and a driven cone wheel is sleeved on the driven column. The driving cone wheel and the conical friction surface of the driven cone wheel are tangent. The flexible device includes a flexible cross shaft, a flexible sleeve rod and a flexible push rod. One end of the flexible sleeve rod is connected to the driven column, and the other end of the flexible sleeve rod is hinged to one end of the flexible push rod through the flexible cross shaft. The reduction center wheel is provided at the other end of the flexible push rod, and the reduction center wheel is connected to the reducer. The shift paddle is sleeved on the driven column, and the shift paddle is used to drive the driven cone wheel to move axially to change the transmission ratio of the transmission device.

6. The hanging basket type tram according to claim 5, characterized in that: The reducer also includes a driven reduction wheel, a rear shell and a fixed plate. The reduction center wheel is engaged with the driven reduction wheel, and the driven reduction wheel is coaxially connected to the groove gear. The reduction center wheel and the driven reduction wheel are located in the rear shell. The fixed plate is connected to the wheel rim. A support shaft is provided on one side of the fixed plate. The driven reduction wheel and the groove gear are rotatably connected to the support shaft.

7. The hanging basket type tram according to claim 1, characterized in that: The shock absorber includes a liquid storage rod, a return hydraulic rod and a shock absorbing spring, one end of the return hydraulic rod is sleeved in the liquid storage rod, the shock absorbing spring is sleeved outside the return hydraulic rod, an inner end cover is provided on the end of the liquid storage rod away from the return hydraulic rod, an outer end cover is provided on the end of the return hydraulic rod away from the liquid storage rod, a lock is provided on the cabin body, the lock is connected to the inner end cover, a tension and pressure platform is provided on the inner side of the elastic beam wall, and the tension and pressure platform is connected to the outer end cover.

8. The hanging basket type tram according to claim 4, characterized in that: The lock ring brake device includes a power spline shaft, a power lock ring, a driven lock ring, a brake paddle, a driven spline shaft and an internal tooth lock buckle and an elastic belt, one end of the power spline shaft is connected to the engine, and the other end is connected to the power lock ring, the driven lock ring is connected to one end of the driven spline shaft, and the other end of the driven spline shaft is connected to the input shaft fork, the brake paddle is sleeved on the power lock ring and the driven lock ring, and can slide along the axial direction, the internal tooth lock buckle is sleeved on one side of the driven lock ring, during normal driving, the brake paddle is engaged with the power lock ring and the driven lock ring at the same time, when braking, the brake paddle is axially translated toward the driven lock ring, the brake paddle is disengaged from the power lock ring, and at the same time, the brake paddle is engaged with the internal tooth lock buckle, an elastic belt buckle is provided on the internal tooth lock buckle, and the elastic belt is respectively connected to the elastic belt buckle and the cockpit frame.

9. The hanging basket type tram according to any one of claims 1 to 8, characterized in that: The vibration damping system includes a vibration damping outer disk, a vibration damping inner disk, a vibration damping arm, a connecting head and a vibration damping suspension. The vibration damping outer disk is provided with an outer tray, an outer disk wiper, an elastic element and a positioning ring. One end of the vibration damping outer disk is fixed to the center of the wheel spoke through the outer tray, and the other end of the vibration damping outer disk is connected to one side of the vibration damping inner disk through the positioning ring and the outer disk wiper. The pressure head of the vibration damping inner disk is clamped on the positioning ring, and the other side of the vibration damping inner disk is connected to the vibration damping arm. The vibration damping arm is connected to the vibration damping suspension through the connecting head, and the vibration damping suspension is connected to the cabin body.

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