A special angle stabilizing structure for double-wheel friction

Abstract

The present invention relates to the technical field of angle stabilization, and discloses a special angle stabilization structure for double-wheel friction, including a support seat and a sensor, a traction arm and a movable rotating arm are hinged on the side of the support seat, the movable rotating arm is rotatably matched with the support seat, a first test wheel is rotatably installed on the side of the movable rotating arm, a second test wheel is rotatably installed on the side of the traction arm, support plates are respectively installed on the movable rotating arm and the side of the traction arm, a connecting seat is installed on the support plate, a sensor is installed between the two connecting seats, an electric cylinder is installed on the side of the traction arm, a connecting rod is installed on the movable end of the electric cylinder, and a locking plate for changing the direction of the second test wheel is installed between the connecting rod and the traction arm. The angle of the equipment is kept constant during use, and the test data is stable. A reliable structural form is provided to improve the stability of the equipment, and the stability and balance of the equipment under different ground conditions are ensured by accurately adjusting the angle of the wheels, reducing the risk of tilting and skidding.

Description

Technical Field

[0001] The invention relates to the technical field of angle stabilization, and in particular to an angle stabilization structure dedicated to double-wheel friction. Background Art

[0002] The dual-wheel friction-specific angle stabilization structure is a sophisticated mechanical design that optimizes the stability of the equipment through a clever dual-wheel layout and angle adjustment mechanism. The core of this structure is that it can keep the dual wheels at the best contact angle under various complex and changing road conditions, thereby ensuring that the equipment can run smoothly and reducing the risk of tilting and skidding caused by uneven road surfaces or load changes.

[0003] In addition, through high-precision manufacturing technology and material selection, the structure achieves the optimization of friction coefficient, further enhancing the grip and anti-skid performance of the equipment, reducing the friction loss between the tire and the ground, and significantly extending the service life of the equipment. Its intelligent angle adjustment system can adjust the dual-wheel angle in real time according to actual operating conditions. It has extremely high adaptability and flexibility and can play a key role in many high-demand application fields such as heavy machinery, logistics and transportation equipment, and medical equipment.

[0004] Currently, most of the equipment on the market uses double electric cylinders or single electric cylinders to pull the wheel axle for angle change. This angle change method cannot ensure the uniformity of the pulling angles of the two electric cylinders, and there will be certain errors, resulting in large error angles and poor stability in the detection data of the friction equipment. Therefore, it does not meet the existing needs. We have proposed an angle stabilization structure specifically for double-wheel friction. Summary of the invention

[0005] The present invention provides a special angle stabilization structure for double-wheel friction, which has the beneficial effect of changing the detection angle. It solves the problem mentioned in the above background technology that most of the equipment currently on the market uses double electric cylinders or single electric cylinders to pull the wheel axle for angle change. This angle change method cannot ensure that the pulling angles of the two electric cylinders are unified, and there will be certain errors, resulting in a large error angle and poor stability of the detection data of the friction equipment.

[0006] The present invention provides the following technical solution: a double-wheel friction-specific angle stabilization structure, comprising a support seat and a sensor, a traction arm and a movable swivel arm hinged on the side of the support seat, the movable swivel arm rotatably cooperates with the support seat, a first test wheel is rotatably installed on the side of the movable swivel arm, a second test wheel is rotatably installed on the side of the traction arm, support plates are respectively installed on the movable swivel arm and the side of the traction arm, a connecting seat is installed on the support plate, the sensor is installed between the two connecting seats, an electric cylinder is installed on the side of the traction arm, a connecting rod is installed on the movable end of the electric cylinder, and a locking plate for changing the direction of the second test wheel is installed between the connecting rod and the traction arm.

[0007] As an optional solution of a double-wheel friction-specific angle stabilization structure described in the present invention, wherein: a rotating cavity is opened inside the support seat, a rotating shaft is symmetrically installed inside the rotating cavity, the movable rotating arm and the traction arm are respectively coaxially arranged with the two rotating shafts, a fixed wheel axle is rotatably installed on the side of the movable rotating arm, the fixed wheel axle is coaxially connected to the first test wheel, and a movable wheel axle is rotatably installed on the side of the traction arm.

[0008] As an optional solution of a double-wheel friction-specific angle stabilization structure described in the present invention, a locking spring is installed between the traction arm and the movable end of the electric cylinder, a connecting rod is installed at the movable end of the electric cylinder, the connecting rod is connected to the locking plate, a first locking groove and a second locking groove are provided on the locking plate, a movable ball is installed at the end of the movable wheel axle, the movable ball is movably engaged with the first locking groove and the second locking groove, and a nut locking rod is installed on the side of the movable rotating arm.

[0009] As an optional scheme of a dual-wheel friction-specific angle stabilization structure described in the present invention, wherein: connecting blocks are installed at both ends of the sensor, the connecting blocks are connected to the connecting seat, the side of the connecting seat is installed with a movable sealing column for controlling the connection between the connecting block and the connecting seat, a socket is provided at the top of the bottom side of the connecting seat, a ring block for plugging with the connecting seat is installed on the upper side of the connecting block, the outer wall of the ring block is provided with a ring groove, a sealing component movably engaged with the ring groove is provided inside the connecting seat, and the sealing component is transmission-coordinated with the sealing column.

[0010] As an optional solution of a double-wheel friction-specific angle stabilization structure described in the present invention, the sealing assembly includes a sealing airbag surrounding the inner ring of the socket, the sealing airbag is configured as an annular elastic air tube, and a connecting pipe opened inside the connecting seat, the connecting pipe is connected to the sealing airbag, and a piston rod slidably installed in the connecting pipe.

[0011] As an optional solution of a dual-wheel friction-specific angle stabilization structure described in the present invention, a driving block is installed on the top of the piston rod, the driving block is in contact with the bottom end of the sealing column, connecting blocks are symmetrically installed inside the connecting pipe, the connecting block gap is arranged on the bottom side of the driving block, and a first spring is installed between the connecting block and the driving block.

[0012] As an optional solution of the angle stabilizing structure for double-wheel friction described in the present invention, the inner ring of the connecting body is provided with a second thread section, and the connecting thread end section is provided on the upper side of the sealing airbag.

[0013] As an optional solution of the double-wheel friction-specific angle stabilization structure described in the present invention, the outer ring of the ring block is provided with a first thread segment, the first thread segment is provided on the upper side of the ring groove, and the second thread segment is threadedly connected to the first thread segment.

[0014] As an optional solution of the angle stabilization structure for double-wheel friction described in the present invention, a hollow annular block is installed inside the connecting body, a sealing ring is arranged on the bottom side of the hollow annular block, and the sealing ring is interference fit with the annular block.

[0015] As an optional solution of a dual-wheel friction-specific angle stabilization structure described in the present invention, the cross-sectional shape of the sealing column is set to a T-shape, the lower section of the sealing column is threadedly connected to the outlet of the connecting pipe, and the lower end face of the sealing column is in conflict with the driving block.

[0016] The present invention has the following beneficial effects:

[0017] 1. The double-wheel friction special angle stabilization structure realizes the change and locking of the angle during the operation of the equipment through the cooperation of the locking spring, locking plate, traction arm and movable rotating arm, so that the angle of the equipment is constant during use and the test data is stable. It provides a reliable structural form to improve the stability of the equipment. By accurately adjusting the angle of the wheel, it ensures the stability and balance of the equipment under different ground conditions and reduces the risk of tilting and skidding.

[0018] 2. The special angle stabilizing structure for double-wheel friction is used by threading the ring block on the upper side of the connecting block with the connecting body, aligning the ring groove with the sealing airbag, and inserting the sealing column into the connecting pipe so that the bottom end of the sealing column contacts the driving block. When the bottom end of the sealing column moves downward inside the connecting pipe, the bottom end of the sealing column presses down on the driving block, so that the driving block drives the piston rod to move downward, thereby squeezing the air inside the connecting pipe into the sealing airbag, causing the sealing airbag to expand, and making the connecting block and the sensor tightly connected and not easy to separate. When docking, this solution only needs to engage the sealing column with the connecting pipe to connect the sensor and the connecting block. There is little resistance during the process, and the operation is simple and labor-saving, and the installation is stable after docking.

[0019] 3. The double-wheel friction-specific angle stabilization structure is provided with a second thread segment above the sealing airbag and a first thread segment above the annular groove, so that after the sealing airbag enters the annular groove, the sensor and the connecting seat are snap-fitted and installed, and then the sensor and the probe tube are threadedly installed, thereby further improving the docking stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0021] Figure 2 It is a schematic diagram of the cross-sectional structure of the present invention.

[0022] Figure 3 For the present invention Figure 2 A in the figure is an enlarged structural diagram.

[0023] Figure 4 It is a schematic diagram of the docking structure of the connection block and the connection socket of the present invention.

[0024] Figure 5 It is a schematic diagram of the internal structure of the connecting socket of the present invention.

[0025] Figure 6 It is a schematic diagram of the connection block structure of the present invention.

[0026] In the figure: 1, traction arm; 2, electric cylinder; 3, movable wheel axle; 4, first test wheel; 5, locking spring; 6, locking groove; 7, nut locking rod; 8, fixed wheel axle; 9, second test wheel; 10, tension sensor; 11, movable rotating arm; 12, sensor; 13, connecting seat; 14, second threaded section; 15, hollow annular block; 16, sealing ring; 17, connecting block; 18, first threaded section; 19, sealing column ; 20. Socket; 21. Ring block; 22. Ring groove; 30. Sealing assembly; 31. Sealing airbag; 32. Connecting pipe; 33. Piston rod; 34. Driving block; 35. Connecting block; 36. First spring; 40. Support seat; 41. Support plate; 42. Connecting rod; 43. Rotating chamber; 44. Rotating shaft; 45. Connecting rod; 46. Active ball; 47. Locking plate; 48. First locking groove; 49. Second locking groove. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0028] Embodiment 1: This embodiment aims to solve the problem that most of the current equipment on the market uses double electric cylinders or single electric cylinders to pull the wheel axle for angle change. This angle change method cannot ensure that the pulling angle of the two electric cylinders is uniform, and there will be a certain error, resulting in a large error angle of the detection data of the friction equipment and poor stability. Please refer to Figure 1-Figure 6 A double-wheel friction-specific angle stabilization structure comprises a support seat 40 and a sensor 12. A traction arm 1 and a movable swivel arm 11 are hingedly connected to the side of the support seat 40. The movable swivel arm 11 is rotatably matched with the support seat 40. A first test wheel 4 is rotatably installed on the side of the movable swivel arm 11. A second test wheel 9 is rotatably installed on the side of the traction arm 1. Support plates 41 are respectively installed on the sides of the movable swivel arm 11 and the traction arm 1. A connecting seat 13 is installed on the support plate 41. The sensor 12 is installed between the two connecting seats 13. An electric cylinder 2 is installed on the side of the traction arm 1. A connecting rod 42 is installed on the movable end of the electric cylinder 2. A locking plate 47 for changing the direction of the second test wheel 9 is installed between the connecting rod 42 and the traction arm 1.

[0029] Through the cooperation of the locking spring, the locking plate 47, the traction arm 1 and the movable rotating arm 11, the angle change and locking during the operation of the equipment are realized, so that the angle of the equipment is constant during use and the test data is stable. A reliable structural form is provided to improve the stability of the equipment. By accurately adjusting the angle of the wheels, the stability and balance of the equipment under different ground conditions are ensured, and the risk of tilting and sliding is reduced.

[0030] The traction arm 1 and the movable arm are the traction parts for the equipment to move forward. The two traction arms 1 are connected in the middle by a tension detection sensor 12. When the friction test wheel and the friction test wheel move forward, lateral tension is generated due to the non-parallelism with the forward direction. This tension is collected in real time by the tension sensor 12.

[0031] A rotating cavity 43 is opened inside the support seat 40, and a rotating shaft 44 is symmetrically installed inside the rotating cavity 43. The movable rotating arm 11 and the traction arm 1 are coaxially arranged with the two rotating shafts 44 respectively. A fixed wheel axle is rotatably installed on the side of the movable rotating arm 11, and the fixed wheel axle is coaxially connected to the first test wheel 4. A movable wheel axle 3 is rotatably installed on the side of the traction arm 1.

[0032] A locking spring is installed between the traction arm 1 and the movable end of the electric cylinder 2, and a connecting rod 45 is installed at the movable end of the electric cylinder 2. The connecting rod 45 is connected to the locking plate 47 to form a movable angle. When the push rod of the electric cylinder 2 contracts, the locking spring compresses the movable wheel shaft 3 to rotate. The locking plate 47 is provided with a first locking groove 48 and a second locking groove 49. A movable ball 46 is installed at the end of the movable wheel shaft 3. The movable ball 46 is movably engaged with the first locking groove 48 and the second locking groove 49. When the electric cylinder 2 is lifted, the movable shaft rotates to another angle, and the movable ball 46 goes from the first locking groove 48 to the second locking groove 49, enters the locking groove, and is locked under the action of the locking spring, thereby ensuring the stability of the angle during equipment operation. A nut locking rod 7 is installed on the side of the movable swing arm 11.

[0033] In this embodiment, the locking spring, the locking plate 47, the traction arm 1 and the movable rotating arm 11 cooperate to realize the change and locking of the angle during the operation of the equipment, so that the angle of the equipment is constant during use and the test data is stable. A reliable structural form is provided to improve the stability of the equipment. By accurately adjusting the angle of the wheels, the stability and balance of the equipment under different ground conditions are ensured, and the risk of tilting and skidding is reduced.

[0034] Embodiment 2: This embodiment is intended to promote the solution of the problem that the sensor is connected between the traction arm and the movable rotating arm, and the conventional connection method is relatively simple, which affects the detection. This embodiment is an improvement made on the basis of embodiment 1. For details, please refer to Figure 1-Figure 6Connecting blocks 17 are installed at both ends of the sensor 12, and the connecting blocks 17 are connected to the connecting seat 13. A movable sealing column 19 for controlling the connection between the connecting block 17 and the connecting seat 13 is installed on the side of the connecting seat 13. A socket 20 is provided on the top of the bottom side of the connecting seat 13. A ring block 21 for plugging with the connecting seat 13 is installed on the upper side of the connecting block 17. The outer wall of the ring block 21 is provided with a ring groove 22. A sealing component 30 that is movably engaged with the ring groove 22 is provided inside the connecting seat 13, and the sealing component 30 is transmission-matched with the sealing column 19.

[0035] The sealing assembly 30 includes a sealing airbag 31 surrounding the inner circle of the socket 20, the sealing airbag 31 is configured as an annular elastic air tube, and a connecting pipe 32 opened inside the connecting seat 13, the connecting pipe 32 is connected to the sealing airbag 31, and a piston rod 33 is inserted and slidably installed in the connecting pipe 32.

[0036] In specific implementation, after the ring block 21 on the upper side of the connecting block 17 is threadedly connected to the connecting body, the ring groove 22 is aligned with the sealing airbag 31, and the sealing column 19 is inserted into the connecting pipe 32, so that the bottom end of the sealing column 19 contacts the driving block 34. When the bottom end of the sealing column 19 moves downward inside the connecting pipe 32, the bottom end of the sealing column 19 presses down on the driving block 34, so that the driving block 34 drives the piston rod 33 to move downward, thereby squeezing the air inside the connecting pipe 32 into the sealing airbag 31, causing the sealing airbag 31 to expand, so that the connecting block 17 is tightly connected to the sensor 12 body and is not easy to separate. When docking, this solution only needs to engage the sealing column 19 with the connecting pipe 32 to connect the sensor 12 to the connecting block 17. There is little resistance during the process, the operation is simple and labor-saving, and the installation is stable after docking.

[0037] A driving block 34 is installed at the top of the piston rod 33, and the driving block 34 contacts the bottom end of the sealing column 19. A connecting block 35 is symmetrically installed inside the connecting pipe 32. The gap of the connecting block 35 is set at the bottom side of the driving block 34, and a first spring 36 is installed between the connecting block 35 and the driving block 34.

[0038] In this embodiment: when in use, after the ring block 21 on the upper side of the connecting block 17 is threadedly connected to the connecting body, the ring groove 22 is aligned with the sealing airbag 31, and the sealing column 19 is inserted into the connecting pipe 32, so that the bottom end of the sealing column 19 contacts the driving block 34, and when the bottom end of the sealing column 19 moves downward inside the connecting pipe 32, the bottom end of the sealing column 19 presses down on the driving block 34, so that the driving block 34 drives the piston rod 33 to move downward, thereby squeezing the air inside the connecting pipe 32 into the sealing airbag 31, so that the sealing airbag 31 expands, so that the connecting block 17 is tightly connected to the sensor 12 body and is not easy to separate. When docking, this scheme only needs to engage the sealing column 19 with the connecting pipe 32 to connect the sensor 12 and the connecting block 17. There is little resistance in the process, the operation is simple and labor-saving, and the installation is stable after docking.

[0039] Embodiment 3: This embodiment is intended to promote the solution to the problem of further improving the stability of the connecting seat and the connecting block. This embodiment is an improvement made on the basis of embodiment 2. For details, please refer to Figure 1-Figure 6 A second thread segment 14 is provided in the inner circle of the connecting body, and the end segment of the connecting thread is provided on the upper side of the sealing airbag 31 .

[0040] The outer ring of the ring block 21 is provided with a first thread segment 18, and the first thread segment 18 is provided on the upper side of the ring groove 22. The second thread segment 14 is threadedly connected to the first thread segment 18. A hollow annular clamping block 15 is installed inside the connecting body. A sealing ring 16 is provided on the bottom side of the hollow annular clamping block 15. The sealing ring 16 and the ring block 21 are interference fit.

[0041] In a specific implementation, a first threaded section 18 is provided above the annular groove 22, so that after the sealing airbag 31 enters the annular groove 22 and the sensor 12 is snap-fitted with the connecting seat, the sensor 12 body and the probe tube are threadedly installed, further improving the docking stability.

[0042] The cross-sectional shape of the sealing column 19 is set to be T-shaped. The lower section of the sealing column 19 is threadedly connected to the outlet of the connecting pipe 32 , and the lower end surface of the sealing column 19 is in conflict with the driving block 34 .

[0043] In this embodiment: by setting the second thread segment 14 above the sealing airbag 31 and the first thread segment 18 above the annular groove 22, after the sealing airbag 31 enters the annular groove 22, the sensor 12 and the connecting seat are snap-fitted and installed, and the sensor 12 body and the probe tube are threadedly installed, further improving the docking stability.

[0044] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0045] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A double-wheel friction special angle stabilization structure, comprising a support seat (40) and a sensor (12), characterized in that: The support seat (40) is hinged with a traction arm (1) and a movable swivel arm (11) on the side, the movable swivel arm (11) is rotatably matched with the support seat (40), a first test wheel (4) is rotatably mounted on the side of the movable swivel arm (11), a second test wheel (9) is rotatably mounted on the side of the traction arm (1), a support plate (41) is mounted on the movable swivel arm (11) and the side of the traction arm (1) respectively, a connecting seat (13) is mounted on the supporting plate (41), the sensor (12) is mounted between the two connecting seats (13), an electric cylinder (2) is mounted on the side of the traction arm (1), a connecting rod (42) is mounted on the movable end of the electric cylinder (2), and a locking plate (47) for changing the direction of the second test wheel (9) is mounted between the connecting rod (42) and the traction arm (1).

2. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: A rotating chamber (43) is provided inside the support seat (40), and a rotating shaft (44) is symmetrically installed inside the rotating chamber (43). The movable rotating arm (11) and the traction arm (1) are respectively coaxially arranged with the two rotating shafts (44). A fixed wheel axle is rotatably installed on the side of the movable rotating arm (11), and the fixed wheel axle is coaxially connected to the first test wheel (4). A movable wheel axle (3) is rotatably installed on the side of the traction arm (1).

3. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: A locking spring is installed between the traction arm (1) and the movable end of the electric cylinder (2); a connecting rod (45) is installed at the movable end of the electric cylinder (2); the connecting rod (45) is connected to the locking plate (47); a first locking groove (48) and a second locking groove (49) are provided on the locking plate (47); a movable ball (46) is installed at the end of the movable wheel shaft (3); the movable ball (46) is movably engaged with the first locking groove (48) and the second locking groove (49); a nut locking rod (7) is installed on the side of the movable rotating arm (11).

4. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: Connecting blocks (17) are installed at both ends of the sensor (12), and the connecting blocks (17) are connected to the connecting seat (13). A movable sealing column (19) for controlling the connection between the connecting block (17) and the connecting seat (13) is installed on the side of the connecting seat (13). A socket (20) is provided on the top of the bottom side of the connecting seat (13). A ring block (21) for plugging with the connecting seat (13) is installed on the upper side of the connecting block (17). The outer wall of the ring block (21) is provided with a ring groove (22). A sealing component (30) movably engaged with the ring groove (22) is provided inside the connecting seat (13), and the sealing component (30) is drivingly matched with the sealing column (19).

5. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: The sealing assembly (30) comprises a sealing airbag (31) surrounding the inner circle of the socket (20), the sealing airbag (31) being configured as an annular elastic air tube, and a connecting pipe (32) opened inside the connecting seat (13), the connecting pipe (32) communicating with the sealing airbag (31), and a piston rod (33) slidably installed in the connecting pipe (32).

6. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: A driving block (34) is installed at the top end of the piston rod (33), and the driving block (34) is in contact with the bottom end of the sealing column (19). A connecting block (35) is symmetrically installed inside the connecting pipe (32), and a gap of the connecting block (35) is set at the bottom side of the driving block (34). A first spring (36) is installed between the connecting block (35) and the driving block (34).

7. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: The inner circle of the connection body is provided with a second thread section (14), and the connection thread end section is provided on the upper side of the sealing airbag (31).

8. The double-wheel friction-specific angle stabilizing structure according to claim 1, characterized in that: The outer ring of the ring block (21) is provided with a first thread segment (18), the first thread segment (18) is provided on the upper side of the ring groove (22), and the second thread segment (14) is threadedly connected to the first thread segment (18).

9. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: A hollow annular clamping block (15) is installed inside the connecting body, a sealing ring (16) is arranged on the bottom side of the hollow annular clamping block (15), and the sealing ring (16) is interference fit with the ring block (21).

10. The double-wheel friction special angle stabilizing structure according to claim 1, characterized in that: The cross-sectional shape of the sealing column (19) is set to be T-shaped, the lower section of the sealing column (19) is threadedly connected to the outlet of the connecting pipe (32), and the lower end surface of the sealing column (19) is in contact with the driving block (34).

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