Ferry vehicle walking steering assembly with four-wheel independent deflection function

Abstract

The invention discloses a ferry vehicle walking steering assembly with a four-wheel independent deflection function, the walking steering assembly comprises an underframe, two groups of cross beams, two groups of hinge plates, two groups of cross bridges, two groups of independent suspension assemblies and two groups of walking wheel assemblies, the underframe is fixedly connected with the cross beams and the cross bridges, and the hinge plates are hinged with the cross beams. The number of the hinge plates, the number of the independent suspension assemblies and the number of the walking wheel assemblies are all four, each independent suspension assembly comprises a driving motor, a transmission mechanism and a suspension assembly, each transmission mechanism comprises a second coupler, the suspension assemblies are fixedly connected with the hinge plates and the transverse bridge, each walking wheel assembly comprises a main shaft, the driving motors are fixedly connected with the hinge plates, and the second couplers are fixedly connected with the main shafts; the invention relates to the technical field of vehicle chassis, deflection directions and differential speeds of four wheels are independently changed, a ferry vehicle can turn around in situ and shift in situ at a large angle, meanwhile, energy consumption is reduced through magnetic coupling transmission, the endurance of the vehicle is greatly improved, and hybrid suspension is actively adjusted according to road conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle chassis, and specifically to a walking and steering assembly of a ferry vehicle with a four-wheel independent deflection function. Background Art

[0002] A ferry vehicle is a short-distance connection transportation vehicle, commonly seen in airports, stations, large parks or event sites, and is used to efficiently transport passengers to designated destinations. Its vehicle type is usually small and flexible, powered by electricity or fuel, and has the characteristics of a large passenger capacity, high operation frequency, and dense stations. With the trend of electrification and intelligence, the existing technology is difficult to meet the requirements of high-frequency start-stop, maneuverability in narrow spaces, and low-floor barrier-free passage.

[0003] The traditional walking and steering chassis of a ferry vehicle mostly adopts a mechanical steering mechanism and a centralized drive layout, relying on hydraulic assistance or rack and pinion transmission, and has problems such as a large turning radius, insufficient flexibility, and high energy consumption. It is necessary to integrate steer-by-wire, multi-wheel independent drive, and lightweight structure design to improve the control accuracy and energy efficiency and adapt to the high-efficiency connection requirements of scenarios such as airports and parks. Summary of the Invention

[0004] The purpose of the present invention is to provide a walking and steering assembly of a ferry vehicle with a four-wheel independent deflection function to solve the problems in the existing technology.

[0005] To achieve the above purpose, the present invention provides the following technical solution: A walking and steering assembly of a ferry vehicle with a four-wheel independent deflection function includes a chassis, a cross beam, a hinge plate, a cross bridge, an independent suspension assembly, and a walking wheel assembly. The chassis is fixedly connected to both the cross beam and the cross bridge. The hinge plate is hinged to the cross beam. There are two groups of both the cross beam and the cross bridge, and there are four groups of both the hinge plate, the independent suspension assembly, and the walking wheel assembly. The independent suspension assembly includes a drive motor, a transmission mechanism, and a suspension assembly. The transmission mechanism includes a second coupling. The suspension assembly is fixedly connected to both the hinge plate and the cross bridge. The walking wheel assembly includes a main shaft. The drive motor is fixedly connected to the hinge plate, and the second coupling is fixedly connected to the main shaft.

[0006] The present invention relates to a walking and steering chassis for a new energy ferry vehicle. Two groups of cross beams and cross bridges are respectively arranged at the front and rear ends of the chassis. Four groups of hinge plates are arranged in pairs at the left and right ends of the front and rear cross beams. Through the hinged assembly of the hinge plates and the cross beams, the suspension assembly is fixedly assembled between the hinge plates and the cross bridge. When the walking wheel assembly bumps during walking, the hinge plates rotate around the cross beam hinges, and the suspension assembly absorbs the kinetic energy of the bumps to maintain the smooth and stable walking of the ferry vehicle. Four groups of independent suspension assemblies and walking wheel assemblies are arranged in pairs at the left and right ends of the front and rear cross bridges. Four groups of drive motors achieve distributed drive through magnetic transmission main shafts. Four-wheel drive can achieve torque vector distribution. While enhancing the stability of the curve, through the independent control of the four wheels, the deflection direction and differential of the four wheels can be independently changed, providing functions such as turning in place and large-angle in-place offset for the ferry vehicle, facilitating steering in a narrow space and avoiding collisions of the ferry vehicle itself.

[0007] Furthermore, the independent suspension assembly further includes a steering mechanism, a transmission mechanism, and a magnetic mechanism. The steering mechanism includes a side frame and a slide rail frame. Both the side frame and the slide rail frame are fixedly connected to the hinge plate. The transmission mechanism includes a first bearing seat and a first coupling. The magnetic mechanism includes an outer cylinder shell. Both the first bearing seat and the outer cylinder shell are fixedly connected to the side frame. The output end of the drive motor and the first coupling are both fixedly connected to the magnetic mechanism.

[0008] The output end of the drive motor outputs a fixed-axis torque, transmits the torque to the first coupling through the magnetic mechanism, transmits the torque through the transmission mechanism to drive the walking wheel assembly to rotate and walk, and drives the walking wheel assembly to independently deflect through the independent steering mechanism, independently changing the deflection direction and differential of the four wheels, providing functions such as turning in place and large-angle in-place offset for the ferry vehicle.

[0009] Furthermore, the steering mechanism further includes a bogie and a servo cylinder. The bogie is rotatably connected to the side frame. The servo cylinder is slidably connected to the slide rail frame. The output end of the servo cylinder is hinged to the bogie. The transmission mechanism further includes a second bearing seat and a third bearing seat. The walking wheel assembly further includes an assembly frame. The second bearing seat, the third bearing seat, and the assembly frame are all fixedly connected to the bogie.

[0010] The on-vehicle computer calculates the required steering angle of the walking wheel assembly as the telescopic amount of the output end of the servo cylinder, feeds back an electrical signal to the servo cylinder. The output end of the servo cylinder is hinged to the bogie. When the telescopic amount of the output end of the servo cylinder changes, the servo cylinder slides along the slide rail frame, and the bogie rotates around the side frame. The second bearing seat, the third bearing seat, and the assembly frame fixedly assembled to the bogie rotate synchronously, driving the walking wheel assembly to rotate.

[0011] Further, the transmission mechanism further includes a universal link, and the magnetic mechanism further includes a chassis. A rotating shaft is provided on the chassis and is rotatably connected to the first bearing seat. The first coupling is fixedly connected to both the rotating shaft and the universal link. The universal link is rotatably connected to the second bearing seat, and the main shaft is rotatably connected to the third bearing seat. The second coupling is fixedly connected to the universal link.

[0012] The output end of the drive motor outputs a fixed-axis torque, which is transmitted to the first coupling through the magnetic mechanism. When the bogie rotates, the angle between the first bearing seat and the second bearing seat changes, and the universal link can still transmit the torque of the first coupling to the second coupling, and the torque is transmitted to the main shaft of the wheel assembly through the second coupling to drive the ferry vehicle to move.

[0013] Further, the magnetic mechanism further includes an assembly bearing, a driving disk, and an inner cylinder shell. An air inlet duct, a first side hole, and a second side hole are provided on the outer cylinder shell. The air inlet duct is horizontally arranged on the outer cylinder shell. The assembly bearing is fixedly connected to the first side hole. The output end of the drive motor is fixedly connected to the driving disk and is rotatably connected to the assembly bearing. The rotating shaft is rotatably connected to the second side hole. The inner cylinder shell is fixedly connected to the outer cylinder shell.

[0014] The output end of the drive motor outputs a fixed-axis torque to the driving disk. The driving disk transmits the torque to the telescopic electromagnet through magnetic coupling. The telescopic electromagnet drives the chassis to rotate within the inner cylinder shell, and the torque is transmitted through the first coupling fixedly assembled on the chassis, realizing contactless transmission, eliminating friction loss and vibration noise. At the same time, the air inlet duct is horizontally arranged on the outer cylinder shell. When the ferry vehicle is moving, the external wind can effectively take away the heat of the driving disk and the telescopic electromagnet through the air inlet duct, avoiding the loss of energy due to the temperature rise of the two due to long-term magnetic coupling. The inside of the inner cylinder shell is evacuated to reduce the friction and oxidation loss between the driving disk, the telescopic electromagnet and the air.

[0015] Further, the magnetic mechanism further includes a displacement disk, a slider member, and a telescopic electromagnet. A chute is further provided on the chassis. There are several groups of chutes, slider members, and telescopic electromagnets. The several groups of chutes, slider members, and telescopic electromagnets are evenly distributed along the circumference of the chassis. The slider member is slidably connected to the chute. A convex column is provided on the slider member. A wavy groove is provided on the displacement disk. The convex column is in contact with the wavy groove. The telescopic electromagnet is fixedly connected to the convex column. The telescopic electromagnet is magnetically connected to the driving disk.

[0016] During the operation of the active disk and the telescopic electromagnetic coupling drive, during long-term high-speed rotation, eddy currents or resonances are likely to occur between the coupling magnetic fields, resulting in a decrease in the stability of the magnetic coupling torque transmission, a decrease in the coupling efficiency, and an increase in energy consumption. By fixedly assembling the displacement disk on the inner cylinder shell, when the telescopic electromagnet rotates through magnetic coupling, the telescopic electromagnet drives the chassis to rotate through the slider fixedly assembled in the chute. The displacement disk and the chassis are in relative rotation. As the convex column slides along the wavy groove, the slider reciprocates in the chute, and the radius of the virtual circle surrounded by the telescopic electromagnet continuously expands and contracts, and the coupling magnetic field of the telescopic electromagnet is constantly in a dynamic change state, which can effectively eliminate eddy currents or resonances.

[0017] Furthermore, the suspension assembly includes an upper hinge seat, a hydraulic damper, a gas-liquid linkage valve, an air spring, and a lower hinge seat. The upper hinge seat is fixedly connected to the cross bridge, the lower hinge seat is fixedly connected to the hinge plate, the hydraulic damper is hinged to the upper hinge seat, the air spring is hinged to the lower hinge seat, and the gas-liquid linkage valve is fixedly connected to both the hydraulic damper and the air spring.

[0018] The suspension assembly is fixedly assembled between the cross bridge and the hinge plate through the upper hinge seat and the lower hinge seat. The hinge plate rotates around the cross beam by hinge. The hydraulic damper and the air spring are respectively deflected by hinge around the upper hinge seat and the lower hinge seat. The hydraulic damper and the air spring are connected through the gas-liquid linkage valve to achieve the coordinated adjustment of stiffness and damping. When driving on a bumpy road, the gas-liquid linkage valve injects the hydraulic oil of the hydraulic damper into the air spring to form a rigid support to enhance stability. When driving on a smooth road, the hydraulic oil is withdrawn, and the air spring is dominated by gas to provide comfort.

[0019] Furthermore, the walking wheel assembly further includes a tire assembly, a brake disc, and a brake caliper. The brake disc and the main shaft are both fixedly connected to the tire assembly. The brake caliper is fixedly connected to the mounting frame, and the brake caliper contacts the brake disc.

[0020] When walking, the torque is transmitted through the main shaft to drive the tire assembly to rotate. The brake caliper is fixedly mounted on the bogie through the mounting frame. When the independent suspension assembly deflects, the brake caliper turns with the tire assembly. The brake disc is fixedly assembled on the tire assembly, and the brake function is provided by the brake caliper contacting the brake disc.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention designs a single suspension assembly. When the telescopic amount at the output end of the servo cylinder changes, the servo cylinder slides along the slide rail frame, the bogie rotates around the side frame, and the included angle between the first bearing seat and the second bearing seat changes. The universal connecting rod still transmits torque, enabling independent control of the four wheels, independently changing the deflection direction and differential speed of the four wheels; The present invention designs a magnetic force mechanism. The driving motor outputs a fixed-axis torque to the driving disk, and the magnetic force coupling transmits the torque to the telescopic electromagnet, achieving contactless transmission, eliminating frictional losses and vibration noise. The external wind can effectively take away the heat of the driving disk and the telescopic electromagnet through the air inlet duct, preventing the two from losing energy due to overheating caused by long-term magnetic force coupling. The inner cylinder shell is evacuated to reduce the friction and oxidation losses between the driving disk, the telescopic electromagnet and the air. The displacement disk and the chassis are in relative rotation. As the convex column slides along the wavy groove, the slider reciprocates in the chute, and the radius of the virtual circle surrounded by the telescopic electromagnet continuously expands and contracts, and the coupling magnetic field of the telescopic electromagnet is constantly in a dynamic change state, which can effectively eliminate eddy motion or resonance and avoid a decrease in the magnetic force coupling efficiency and an increase in energy consumption; The present invention designs a suspension assembly. The hydraulic damper and the air spring are connected through a gas-liquid linkage valve to achieve coordinated adjustment of stiffness and damping. When driving on a bumpy road, the gas-liquid linkage valve injects the hydraulic oil of the hydraulic damper into the air spring to form a rigid support and enhance stability. When driving on a smooth road, the hydraulic oil is withdrawn, and the air spring gas dominates to provide comfort; The present invention has a distributed wheel four-wheel drive, which can independently change the deflection direction and differential speed of the four wheels, providing functions such as turning in place and large-angle in-place offset for the ferry vehicle, facilitating turning in a narrow space and avoiding collisions of the ferry vehicle itself. At the same time, the magnetic coupling drive reduces energy consumption and greatly improves the vehicle's endurance. The hybrid suspension actively adjusts according to the road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic diagram of the overall structure of the present invention;

[0023] Figure 2 is a schematic diagram of the structure of the single suspension assembly of the present invention;

[0024] Figure 3 is a schematic diagram of the structure of the steering mechanism of the present invention;

[0025] Figure 4 is an isometric schematic diagram of the magnetic force mechanism of the present invention;

[0026] Figure 5 is a schematic diagram of the structure of the magnetic force mechanism of the present invention;

[0027] Figure 6 is a partial cross-sectional view of the magnetic force mechanism of the present invention;

[0028] Figure 7 is a schematic diagram of the structure of the suspension assembly of the present invention;

[0029] Figure 8 Schematic structural diagram of the walking wheel assembly of the present invention.

[0030] In the figure: 1, chassis; 2, cross beam; 3, hinge plate; 4, cross bridge; 5, independent suspension assembly; 51, drive motor; 52, steering mechanism; 521, side frame; 522, bogie; 523, servo cylinder; 524, slide rail frame; 53, transmission mechanism; 531, first bearing seat; 532, first coupling; 533, universal connecting rod; 534, second bearing seat; 535, third bearing seat; 536, second coupling; 54, magnetic mechanism; 541, outer cylinder shell; 5411, air inlet duct; 5412, first side hole; 5413, second side hole; 542, assembly shaft; 543, active disk; 544, inner cylinder shell; 545, chassis; 5451, chute; 5452, rotating shaft; 546, displacement disk; 5461, wavy groove; 547, slider; 5471, convex column; 548, telescopic electromagnet; 55, suspension assembly; 551, upper hinge seat; 552, hydraulic damper; 553, gas-liquid linkage valve; 554, air spring; 555, lower hinge seat; 6, walking wheel assembly; 61, tire assembly; 62, brake disc; 63, brake caliper; 64, mounting bracket; 65, main shaft. Detailed implementation manners

[0031] 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. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0032] As Figure 1 , Figure 2 , Figure 3 shown, the technical solution of a ferry walking steering assembly with a four-wheel independent deflection function provided by the present invention includes a chassis 1, a cross beam 2, a hinge plate 3, a cross bridge 4, an independent suspension assembly 5 and a walking wheel assembly 6. The chassis 1 is fixedly connected to both the cross beam 2 and the cross bridge 4. The hinge plate 3 is hinged to the cross beam 2. There are two groups of both the cross beam 2 and the cross bridge 4. There are four groups of both the hinge plate 3, the independent suspension assembly 5 and the walking wheel assembly 6. The independent suspension assembly 5 includes a drive motor 51, a transmission mechanism 53 and a suspension assembly 55. The transmission mechanism 53 includes a second coupling 536. The suspension assembly 55 is fixedly connected to both the hinge plate 3 and the cross bridge 4. The walking wheel assembly 6 includes a main shaft 65. The drive motor 51 is fixedly connected to the hinge plate 3. The second coupling 536 is fixedly connected to the main shaft 65.

[0033] The present invention relates to a walking and steering chassis for a new energy shuttle vehicle. Two groups of cross beams 2 and cross bridges 4 are respectively arranged at the front and rear ends of the chassis 1. Four groups of hinge plates 3 are arranged in pairs at the left and right ends of the front and rear cross beams 2. Through the hinged assembly of the hinge plates 3 and the cross beams 2, the suspension assembly 55 is fixedly assembled between the hinge plates 3 and the cross bridges 4. When the walking wheel assembly 6 bumps during walking, the hinge plates 3 rotate around the cross beams 2 in a hinged manner, and the suspension assembly 55 absorbs the kinetic energy of the bumps to maintain the smooth and stable walking of the shuttle vehicle. Four groups of independent suspension assemblies 5 and walking wheel assemblies 6 are arranged in pairs at the left and right ends of the front and rear cross bridges 4. Four groups of drive motors 51 achieve distributed drive through magnetic transmission main shafts 65. Four-wheel drive can achieve torque vector distribution. While enhancing the stability in curves, through the independent control of the four wheels, the deflection direction and differential of the four wheels can be independently changed, providing functions such as spinning in place and large-angle in-place offset for the shuttle vehicle, facilitating steering in a narrow space and avoiding collisions of the shuttle vehicle itself.

[0034] As Figure 2 , Figure 3 , Figure 4 shown, the independent suspension assembly 5 further includes a steering mechanism 52, a transmission mechanism 53, and a magnetic force mechanism 54. The steering mechanism 52 includes a side frame 521 and a slide rail frame 524. Both the side frame 521 and the slide rail frame 524 are fixedly connected to the hinge plate 3. The transmission mechanism 53 includes a first bearing seat 531 and a first coupling 532. The magnetic force mechanism 54 includes an outer cylinder shell 541. Both the first bearing seat 531 and the outer cylinder shell 541 are fixedly connected to the side frame 521. The output end of the drive motor 51 and the first coupling 532 are both fixedly connected to the magnetic force mechanism 54.

[0035] The output end of the drive motor 51 outputs a fixed-axis torque, transmits the torque to the first coupling 532 through the magnetic force mechanism 54, drives the walking wheel assembly 6 to rotate and walk through the transmission mechanism 53, and drives the walking wheel assembly 6 to independently deflect through the independent steering mechanism 52, independently changing the deflection direction and differential of the four wheels, providing functions such as spinning in place and large-angle in-place offset for the shuttle vehicle.

[0036] As Figure 2 , Figure 3 shown, the steering mechanism 52 further includes a bogie 522 and a servo cylinder 523. The bogie 522 is rotatably connected to the side frame 521. The servo cylinder 523 is slidably connected to the slide rail frame 524. The output end of the servo cylinder 523 is hinged to the bogie 522. The transmission mechanism 53 further includes a second bearing seat 534 and a third bearing seat 535. The walking wheel assembly 6 further includes an assembly frame 64. The second bearing seat 534, the third bearing seat 535, and the assembly frame 64 are all fixedly connected to the bogie 522.

[0037] The on-vehicle computer calculates the required steering angle of the running wheel assembly 6 as the telescopic amount of the output end of the servo cylinder 523, and feeds back an electrical signal to the servo cylinder 523. The output end of the servo cylinder 523 is hinged to the bogie 522. When the telescopic amount of the output end of the servo cylinder 523 changes, the servo cylinder 523 slides along the slide rail frame 524, and the bogie 522 rotates around the side frame 521. The second bearing seat 534, the third bearing seat 535, and the assembly frame 64 fixedly assembled with the bogie 522 rotate synchronously, driving the running wheel assembly 6 to rotate.

[0038] As Figure 2 , Figure 3 shown, the transmission mechanism 53 further includes a universal connecting rod 533, and the magnetic mechanism 54 further includes a chassis 545. A rotating shaft 5452 is provided on the chassis 545. The rotating shaft 5452 is rotatably connected to the first bearing seat 531. The first coupling 532 is fixedly connected to both the rotating shaft 5452 and the universal connecting rod 533. The universal connecting rod 533 is rotatably connected to the second bearing seat 534. The main shaft 65 is rotatably connected to the third bearing seat 535. The second coupling 536 is fixedly connected to the universal connecting rod 533.

[0039] The output end of the drive motor 51 outputs a fixed-axis torque, and transmits the torque to the first coupling 532 through the magnetic mechanism 54. When the bogie 522 rotates, the included angle between the first bearing seat 531 and the second bearing seat 534 changes, and the universal connecting rod 533 can still transmit the torque of the first coupling 532 to the second coupling 536, and transmit the torque to the main shaft 65 of the running wheel assembly 6 through the second coupling 536, driving the ferry vehicle to move.

[0040] As Figure 4 , Figure 5 shown, the magnetic mechanism 54 further includes an assembly bearing 542, a driving disk 543, and an inner cylinder shell 544. An air inlet duct 5411, a first side hole 5412, and a second side hole 5413 are provided on the outer cylinder shell 541. The air inlet duct 5411 is horizontally arranged on the outer cylinder shell 541. The assembly bearing 542 is fixedly connected to the first side hole 5412. The output end of the drive motor 51 is fixedly connected to the driving disk 543. The output end of the drive motor 51 is rotatably connected to the assembly bearing 542. The rotating shaft 5452 is rotatably connected to the second side hole 5413. The inner cylinder shell 544 is fixedly connected to the outer cylinder shell 541.

[0041] The output end of the drive motor 51 outputs a fixed-axis torque to the driving disk 543. The driving disk 543 transfers the torque to the telescopic electromagnet 548 through magnetic coupling. The telescopic electromagnet 548 drives the chassis 545 to rotate within the inner cylinder shell 544. The torque is transmitted through the first coupling 532 fixedly assembled on the chassis 545, realizing non-physical contact transmission, eliminating frictional losses and vibration noise. At the same time, an air inlet duct 5411 is horizontally arranged on the outer cylinder shell 541. When the ferry vehicle is moving, the external wind can effectively take away the heat of the driving disk 543 and the telescopic electromagnet 548 through the air inlet duct 5411, preventing the two from losing energy due to temperature rise caused by long-term magnetic coupling. The inside of the inner cylinder shell 544 is evacuated to reduce the frictional and oxidation losses between the driving disk 543, the telescopic electromagnet 548 and the air.

[0042] As Figure 4 , Figure 5 , Figure 6 shown, the magnetic mechanism 54 further includes a displacement disk 546, a slider member 547 and a telescopic electromagnet 548. A chute 5451 is further provided on the chassis 545. There are several groups of the chute 5451, the slider member 547 and the telescopic electromagnet 548. Several groups of the chute 5451, the slider member 547 and the telescopic electromagnet 548 are evenly distributed along the circumference of the chassis 545. The slider member 547 is slidably connected to the chute 5451. A convex column 5471 is provided on the slider member 547. A wavy flower groove 5461 is provided on the displacement disk 546. The convex column 5471 contacts the wavy flower groove 5461. The telescopic electromagnet 548 is fixedly connected to the convex column 5471. The telescopic electromagnet 548 and the driving disk 543 are magnetically connected.

[0043] During the magnetic coupling transmission of the driving disk 543 and the telescopic electromagnet 548, during long-term high-speed rotation, vortex motion or resonance is likely to occur between the coupling magnetic fields, resulting in a decrease in the stability of the magnetic coupling transmission of the torque, a decrease in the coupling efficiency, and an increase in energy consumption. By fixedly assembling the displacement disk 546 on the inner cylinder shell 544, when the telescopic electromagnet 548 rotates through magnetic coupling, the telescopic electromagnet 548 drives the chassis 545 to rotate through the fixedly assembled slider member 547 in the chute 5451. The displacement disk 546 and the chassis 545 are in relative rotation. As the convex column 5471 slides along the wavy flower groove 5461, the slider member 547 reciprocates in the chute 5451, and the radius of the virtual circle surrounded by the telescopic electromagnet 548 continuously expands and contracts, and the coupling magnetic field of the telescopic electromagnet 548 is constantly in a dynamic change state, which can effectively eliminate vortex motion or resonance.

[0044] As Figure 7As shown, the suspension assembly 55 includes an upper hinge seat 551, a hydraulic damper 552, a gas-liquid linkage valve 553, an air spring 554, and a lower hinge seat 555. The upper hinge seat 551 is fixedly connected to the cross bridge 4, the lower hinge seat 555 is fixedly connected to the hinge plate 3, the hydraulic damper 552 is hinged to the upper hinge seat 551, the air spring 554 is hinged to the lower hinge seat 555, and the gas-liquid linkage valve 553 is fixedly connected to both the hydraulic damper 552 and the air spring 554.

[0045] The suspension assembly 55 is fixedly assembled between the cross bridge 4 and the hinge plate 3 through the upper hinge seat 551 and the lower hinge seat 555. The hinge plate 3 rotates around the cross beam 2 by hinge. The hydraulic damper 552 and the air spring 554 are respectively deflected by hinge around the upper hinge seat 551 and the lower hinge seat 555. The hydraulic damper 552 and the air spring 554 are connected through the gas-liquid linkage valve 553 to achieve coordinated adjustment of stiffness and damping. When on a bumpy road, the gas-liquid linkage valve 553 injects the hydraulic oil of the hydraulic damper 552 into the air spring 554 to form a rigid support to enhance stability. When on a smooth road, the hydraulic oil is withdrawn, and the air spring 554 is dominated by gas to provide comfort.

[0046] As Figure 8 shown, the running wheel assembly 6 further includes a tire assembly 61, a brake disc 62, and a brake caliper 63. The brake disc 62 and the main shaft 65 are both fixedly connected to the tire assembly 61. The brake caliper 63 is fixedly connected to the mounting bracket 64, and the brake caliper 63 contacts the brake disc 62.

[0047] When running, torque is transmitted through the main shaft 65 to drive the tire assembly 61 to rotate. The brake caliper 63 is fixedly mounted on the bogie 522 through the mounting bracket 64. When the independent suspension assembly 5 deflects, the brake caliper 63 turns with the tire assembly 61. The brake disc 62 is fixedly assembled to the tire assembly 61, and the brake function is provided by the brake caliper 63 contacting the brake disc 62.

[0048] Working principle of the present invention: Two groups of cross beams 2 and cross bridges 4 of the present invention are respectively arranged at the front and rear ends of the chassis 1. Through the hinge assembly of the hinge plate 3 and the cross beam 2, the suspension assembly 55 is fixedly assembled with the hinge plate 3 and the cross bridge 4. When the traveling wheels of the traveling wheel assembly 6 are bumpy, the hinge plate 3 rotates around the hinge of the cross beam 2, and the suspension assembly 55 absorbs the kinetic energy of the bumps to maintain the smooth and stable movement of the ferry vehicle. Four groups of independent suspension assemblies 5 are arranged at the left and right ends of the front and rear cross bridges 4. The driving motor 51 outputs a fixed-axis torque to the active disk 543. The active disk 543 transmits the torque to the telescopic electromagnet 548 through magnetic coupling. The telescopic electromagnet 548 drives the chassis 545 to rotate within the inner cylinder shell 544. The torque is transmitted through the fixed assembly of the first coupling 532 on the chassis 545, realizing non-physical contact transmission, eliminating friction loss and vibration noise. When the ferry vehicle is traveling, the external wind can effectively take away the heat of the active disk 543 and the telescopic electromagnet 548 through the air inlet duct 5411, avoiding the loss of energy due to the increase in temperature of the two due to long-term magnetic coupling. The inside of the inner cylinder shell 544 is evacuated to reduce the friction and oxidation loss between the active disk 543, the telescopic electromagnet 548 and the air. When the telescopic electromagnet 548 rotates through magnetic coupling, the displacement disk 546 and the chassis 545 are in relative rotation. As the convex column 5471 slides along the wavy groove 5461, the slider 547 reciprocates in the chute 5451, and the radius of the virtual circle surrounded by the telescopic electromagnet 548 continuously expands and contracts, and the coupling magnetic field of the telescopic electromagnet 548 is in a dynamic change state at all times, which can effectively eliminate eddy or resonance. Four-wheel drive distributed drive can realize torque vector distribution. While enhancing the stability of the curve, by independently controlling the four wheels, the deflection direction and differential of the four wheels can be independently changed, providing functions such as turning in place and large-angle in-place offset for the ferry vehicle, facilitating turning in a narrow space and avoiding collisions of the ferry vehicle itself.

[0049] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic characteristics of the present invention. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present invention. Any reference signs in the claims should not be regarded as limiting the claims involved.

Claims

1. A shuttle vehicle travel steering assembly with four-wheel independent deflection function, characterized in that: The travel steering assembly comprises a base frame (1), a cross beam (2), a hinge plate (3), a cross bridge (4), an independent suspension assembly (5) and a travel wheel assembly (6); the base frame (1) is fixedly connected to the cross beam (2) and the cross bridge (4); the hinge plate (3) is hinged to the cross beam (2); the cross beam (2) and the cross bridge (4) are each provided with two groups; the hinge plate (3), the independent suspension assembly (5) and the travel wheel assembly (6) are each provided with four groups; the independent suspension assembly (5) comprises a drive motor (51), a transmission mechanism (53) and a suspension assembly (55); the transmission mechanism (53) comprises a second coupling (536); the suspension assembly (55) is fixedly connected to the hinge plate (3) and the cross bridge (4); the travel wheel assembly (6) comprises a main shaft (65); the drive motor (51) is fixedly connected to the hinge plate (3); and the second coupling (536) is fixedly connected to the main shaft (65).

2. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 1 is characterized in that: The independent suspension assembly (5) further comprises a steering mechanism (52), a transmission mechanism (53) and a magnetic mechanism (54); the steering mechanism (52) comprises a side frame (521) and a slide rail frame (524); the side frame (521) and the slide rail frame (524) are both fixedly connected to the hinge plate (3); the transmission mechanism (53) comprises a first bearing seat (531) and a first coupling (532); the magnetic mechanism (54) comprises an outer cylinder shell (541); the first bearing seat (531) and the outer cylinder shell (541) are both fixedly connected to the side frame (521); and the output end of the drive motor (51) and the first coupling (532) are both fixedly connected to the magnetic mechanism (54).

3. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 2 is characterized in that: The steering mechanism (52) further comprises a bogie (522) and a servo cylinder (523); the bogie (522) is rotatably connected to the side frame (521); the servo cylinder (523) is slidably connected to the slide rail frame (524); an output end of the servo cylinder (523) is hinged to the bogie (522); the transmission mechanism (53) further comprises a second bearing seat (534) and a third bearing seat (535); the running wheel assembly (6) further comprises an assembly frame (64); the second bearing seat (534), the third bearing seat (535) and the assembly frame (64) are all fixedly connected to the bogie (522).

4. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 3 is characterized in that: The transmission mechanism (53) further comprises a universal connecting rod (533); the magnetic mechanism (54) further comprises a chassis (545); a rotating shaft (5452) is provided on the chassis (545); the rotating shaft (5452) is rotatably connected to the first bearing seat (531); the first coupling (532) is fixedly connected to the rotating shaft (5452) and the universal connecting rod (533); the universal connecting rod (533) is rotatably connected to the second bearing seat (534); the main shaft (65) is rotatably connected to the third bearing seat (535); and the second coupling (536) is fixedly connected to the universal connecting rod (533).

5. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 4 is characterized in that: The magnetic mechanism (54) further comprises an assembled bearing (542), an active magnetic disk (543) and an inner cylindrical shell (544); an air inlet duct (5411), a first side hole (5412) and a second side hole (5413) are provided on the outer cylindrical shell (541); the air inlet duct (5411) is arranged horizontally on the outer cylindrical shell (541); the assembled bearing (542) is fixedly connected to the first side hole (5412); the output end of the drive motor (51) is fixedly connected to the active magnetic disk (543); the output end of the drive motor (51) is rotatably connected to the assembled bearing (542); the rotating shaft (5452) is rotatably connected to the second side hole (5413); and the inner cylindrical shell (544) is fixedly connected to the outer cylindrical shell (541).

6. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 5, characterized in that: The magnetic mechanism (54) further comprises a displacement disk (546), a slider (547) and a telescopic electromagnet (548). A slide groove (5451) is further provided on the chassis (545). The slide groove (5451), the slider (547) and the telescopic electromagnet (548) are provided in a plurality of groups. The plurality of groups of the slide groove (5451), the slider (547) and the telescopic electromagnet (548) are evenly distributed along the circumference of the chassis (545). The slider (547) is slidably connected to the slide groove (5451). A convex column (5471) is provided on the slider (547). A wave flower groove (5461) is provided on the displacement disk (546). The convex column (5471) contacts the wave flower groove (5461). The telescopic electromagnet (548) is fixedly connected to the convex column (5471). The telescopic electromagnet (548) is connected to the active magnetic disk (543) by magnetic force.

7. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 1 is characterized in that: The suspension assembly (55) comprises an upper hinge seat (551), a hydraulic damper (552), a gas-liquid linkage valve (553), an air spring (554) and a lower hinge seat (555); the upper hinge seat (551) is fixedly connected to the cross bridge (4); the lower hinge seat (555) is fixedly connected to the hinge plate (3); the hydraulic damper (552) is hinged to the upper hinge seat (551); the air spring (554) is hinged to the lower hinge seat (555); and the gas-liquid linkage valve (553) is fixedly connected to the hydraulic damper (552) and the air spring (554).

8. The shuttle vehicle travel steering assembly with four-wheel independent deflection function according to claim 3 is characterized by: The running wheel assembly (6) further comprises a tire assembly (61), a brake disc (62) and a brake caliper (63); the brake disc (62) and the main shaft (65) are fixedly connected to the tire assembly (61); the brake caliper (63) is fixedly connected to the assembly frame (64); and the brake caliper (63) is in contact with the brake disc (62).

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