Frame structure and mountain engineering vehicle
Through the alternating rotation of the rear drive and the front driven mechanism, the friction between the tire and the side wall of the pit is increased, and the problem of the wheels falling into the sprinkler truck in the soft soil and hidden pit terrain is solved, achieving a rapid driving effect.
Patent Information
- Application Number
- CN202510845518.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-23
- Publication Date
- 2025-08-08
AI Technical Summary
The existing sprinkler trucks are prone to trap in soft soil and hidden pit terrain, resulting in insufficient power and difficult to drive out quickly. The four-wheel drive system is costly, the frame is weight-enhancing and the turning radius is large.
The rear drive mechanism and the front driven mechanism are adopted to drive the alternate rotation of the steering horizontal axis and the driven steering wheel through the steering column, increasing the friction between the tire and the side wall of the pit, and matching the rear drive mechanism to drive the vehicle out of the pit.
It realizes the rapid exit of the vehicle in soft soil and hidden pit terrain, avoids the loss of power caused by the differential, and reduces the complexity and cost of the vehicle.
Smart Images
Figure CN120440106A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of mountain vehicles, and in particular relates to a frame structure and a mountain engineering vehicle. Background Art
[0002] In forest fire prevention and pest control, regular deployment of sprinkler vehicles into mountainous areas, forested areas, beach shelterbelts, and grasslands is crucial. These vehicles spray vegetation with a curtain of water (to increase humidity and prevent fires) or liquid pesticides (to kill pests and pathogens), serving as the first line of defense for ecological safety. However, the roads in forest areas are soft, with a surface layer of sand or humus, which easily forms a muddy layer after rain. These roads also present hidden traps, with burrows dug by voles and insects covered by fallen leaves and weeds, creating hidden potholes. Since an unladen vehicle weighs 3-4 tons, when fully loaded with 1-2 tons of water, the fully loaded weight reaches 4-6 tons. This heavy vehicle makes it very easy for tires to sink into the soft soil or potholes. Once the tires begin to spin and slip, they will not only sink deeper, but also potentially delay the critical fire prevention spraying mission. For example, during a fire prevention operation in a forest farm in 2022, the right rear wheel of a sprinkler truck ran into a vole hole, causing the wheel to slip. The vehicle was eventually nailed to the spot and could only wait for towing rescue, delaying the watering coverage of three high-risk fire areas.
[0003] Currently, mainstream water sprinkler trucks utilize the chassis design of ordinary freight trucks, which present fundamental shortcomings in power transmission. First, the drive mode is limited, with 90% of vehicles being rear-wheel drive only (a small number are front-wheel drive). Second, the differential has side effects. When one tire of the vehicle gets stuck in a mud pit, the differential transfers all the power to the spinning tire, leaving the other tire with grip completely ineffective. The wheels spin wildly in place, but the vehicle remains unable to move. A four-wheel drive system (dual-axle drive) can significantly improve off-road capabilities. Even if one tire slips, the remaining tires can still propel the vehicle. However, this significantly increases vehicle cost. A four-wheel drive chassis is over 40% more expensive than a standard chassis. The complex drive shaft increases the frame weight by 1.2 tons, and the turning radius is excessive on narrow forest trails. Therefore, the existing technology lacks a frame structure that can dynamically adapt to soft soil and hidden potholes, and can quickly extricate a wheel from a pothole. Summary of the Invention
[0004] Based on this, the present invention provides a frame structure that can dynamically adapt to soft soil and hidden potholes, and can drive out of the potholes in a short time after the wheels are stuck in the potholes.
[0005] The technical solution of the present invention to solve the above technical problems is as follows: A frame structure includes a frame body, a rear drive mechanism and a front driven mechanism arranged on the frame body, wherein the front driven mechanism is driven to move by the rear drive mechanism; The front driven mechanism includes a slewing support, a steering column, a steering transverse shaft and a group of driven steering wheels. The slewing support is arranged on the frame body, the steering column is sleeved in the slewing support, the steering transverse shaft is connected to the steering column, and the steering transverse shaft is located at the lower end surface of the steering column. A group of driven steering wheels are installed on both sides of the steering transverse shaft, and the driven steering wheels rotate coaxially with the steering transverse shaft; when the steering column rotates clockwise, it drives the steering transverse shaft and the driven steering wheel to rotate synchronously, and the steering wheel on one side creeps forward; when the steering column rotates counterclockwise, it drives the steering transverse shaft and the driven steering wheel to rotate synchronously, and the steering wheel on the other side creeps forward.
[0006] Preferably, the driven steering wheel is provided with a front hub shaft, the front hub shaft is coaxially rotatable on the steering transverse axis, the driven steering wheel is sleeved on the front hub shaft, and the driven steering wheel rotates coaxially with the front hub shaft.
[0007] Preferably, a brake mechanism is provided on the front wheel hub shaft, and the brake mechanism is used to limit the rotation of the front wheel hub shaft.
[0008] Preferably, the slewing support includes a slewing upper fixed plate, a slewing lower fixed plate and a slewing ring. The slewing upper fixed plate and the slewing lower fixed plate are arranged on the frame body. A limiting cavity is formed between the slewing upper fixed plate and the slewing lower fixed plate. The slewing ring is arranged in the limiting cavity. The slewing ring can rotate horizontally in the limiting cavity. The inner wall of the slewing ring is fixedly matched with the outer wall of the steering column.
[0009] Preferably, the frame structure also includes a cylinder mechanism, which includes an ear-type rotary sleeve, a pushing cylinder and a steering gear. The ear-type rotary sleeve is sleeved on the outer wall of the rotary shoe ring, and the ear-type rotary sleeve rotates coaxially with the rotary shoe ring. One end of the pushing cylinder is rotatably connected to the ear-type rotary sleeve, and the other end of the pushing cylinder is connected to the frame body. The steering gear is connected to the pushing cylinder for controlling the extension or retraction of the pushing cylinder.
[0010] Preferably, the pushing cylinder includes a first cylinder and a second cylinder, first cylinder ears are provided at both ends of the first cylinder, one end of the first cylinder is rotatably connected to the rotary sleeve through the first cylinder ear on one side, and the other end of the first cylinder is rotatably connected to the frame body through the first cylinder ear on the other side, the first cylinder and the second cylinder are connected in series through an oil pipe, the steering gear is connected to the first cylinder or the second cylinder, and the steering gear is used to control the injection or cut-off of hydraulic oil.
[0011] Preferably, the driven steering wheel is a rubber tire, and both sides of the driven steering wheel have raised anti-skid grooves.
[0012] Preferably, the rear drive mechanism includes a drive motor, a transmission, a drive shaft, a rear drive axle and a group of active drive wheels, the drive motor is arranged on the frame body, the transmission is connected to the drive motor, the drive shaft is connected to the transmission, the rear drive axle is installed on the frame body, and the rear drive axle is connected to the drive shaft, and a group of active drive wheels are arranged on both sides of the rear drive axle.
[0013] Preferably, a mountain engineering vehicle includes a frame structure, a driving control room, a water tank, a spraying mechanism and a storage rack, wherein the driving control room is arranged on the frame structure, the driving control room is used to control the start of the frame structure, the water tank is arranged on the frame structure, the spraying mechanism is connected to the water tank, and the plant rack is arranged on the frame structure.
[0014] Compared with the prior art, the present invention has at least the following advantages: The steering column is rotated to drive the steering shaft and the driven steering wheel to rotate. The rotating shaft mainly extends the rotation distance, and uses the steering wheel on one side as a fulcrum to push the steering wheel on the other side to creep forward a short distance, and rotates alternately in sequence, so that the driven steering wheel in the front creeps forward in sequence, and then cooperates with the rear drive mechanism at the rear to make the sidewalls of the rear driving tires close to the sidewalls of the pit during the frame offset process, thereby increasing the friction between the tires and the pits, thereby enabling the frame to drive out of soft soil or pits in a short time, and better adapt to terrains such as mountainous areas, forest areas, beach protection forests, grasslands, etc. with soft soil and hidden potholes; it also avoids the problem in the prior art that when the resistance on one side increases due to the differential, the tires on the other side spin idly, causing the vehicle to lose forward and backward power. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Figure 1 This is the main view of the frame structure.
[0016] Figure 2 A top view of the vehicle frame structure.
[0017] Figure 3 Schematic diagram of the front follower mechanism.
[0018] Figure 4 It is a schematic diagram of the ear-type rotary sleeve and the steering horizontal axis.
[0019] Figure 5 Schematic diagram of the front wheel hub shaft and brake mechanism.
[0020] Figure 6 Schematic diagram of the movement of the driven steering wheel.
[0021] Figure 7 Schematic diagram of the cylinder mechanism drive.
[0022] Figure 8 This is a schematic diagram of a mountain engineering vehicle.
[0023] In the figure: frame structure 100, frame body 110, rear drive mechanism 120, drive motor 121, transmission 122, drive shaft 123, rear drive axle 124, active drive wheel 125, front driven mechanism 130, slewing support 131, slewing upper fixed plate 1311, slewing lower fixed plate 1312, slewing bush 1313, steering column 132, steering cross shaft 133, driven steering wheel 134, front wheel hub shaft 135, brake mechanism 140, cylinder mechanism 150, ear-type slewing sleeve 151, pushing cylinder 152, first cylinder 1521, second cylinder 1522, steering gear 153, driving control room 200, water tank 300, spraying mechanism 400, storage rack 500. DETAILED DESCRIPTION
[0024] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The following will further describe the technical solution of the present invention in conjunction with the drawings of the embodiments of the present invention, and the present invention is not limited to the following specific embodiments.
[0025] It should be understood that the same or similar numbers in the drawings of the embodiments correspond to the same or similar parts. In the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "front", "back", "left", "right", "top", "bottom" and the like indicating an orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings. This is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation of this patent. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to the specific circumstances.
[0026] Please see Figures 1 to 7 A frame structure 100 includes a frame body 110 and a rear drive mechanism 120 and a front driven mechanism 130 provided on the frame body 110, wherein the rear drive mechanism 120 drives the front driven mechanism 130 to move; The front driven mechanism 130 includes a slewing support 131, a steering column 132, a steering shaft 133 and a set of driven steering wheels 134. The slewing support 131 is provided on the frame body 110 and can rotate on the frame body 110. The steering column 132 is sleeved in the slewing support 131. The steering column 132 and the slewing support 131 are fixedly connected by welding or stud connection to prevent relative rotation between the steering column 132 and the slewing support 131. The steering column 132 is a hollow steel tube to reduce the weight of the vehicle.
[0027] The steering transverse shaft 133 is connected to the steering column 132. The steering transverse shaft 133 is located on the lower end surface of the steering column 132. The steering transverse shaft 133 is fixedly connected to the steering column 132 and is connected by welding to enhance the connection strength. The length of the steering transverse shaft 133 is 80cm-140cm; specifically, the steering transverse shaft 133 and the steering column 132 are secondary reinforced by a rib plate to further enhance the connection strength between the two.
[0028] A group of driven steering wheels 134 are installed on both sides of the steering transverse shaft 133, and the driven steering wheels 134 rotate coaxially with the steering transverse shaft 133. Since the driven steering wheels 134 rotate coaxially with the steering transverse shaft 133, the steering transverse shaft 133 does not rotate, and the driven steering wheels 134 can only rotate along the axis of the steering transverse shaft 133. The driven steering wheels 134 will not swing freely and deviate from the axis of the steering transverse shaft 133. Only when the steering transverse shaft 133 rotates, the driven steering wheels 134 rotate synchronously with the rotating transverse shaft.
[0029] The specific movement process is: Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 6 , When the rear drive mechanism 120 is started, it pushes the driven mechanism to move; when the rear wheel of the frame structure 100 sinks into soft soil or a pit (due to the heavy weight of the rear wheel of the vehicle body, it is generally easier to sink into soft soil or a pit) and slips.
[0030] During the first rotation, the rear drive mechanism 120 remains in the pushing state, and the steering column 132 is rotated clockwise by manipulation. When the steering column 132 rotates clockwise, the steering transverse shaft 133 and the driven steering wheel 134 are driven to rotate clockwise synchronously. Generally, the steering transverse shaft 133 is rotated 5°-15° clockwise in the initial direction, and the driven steering wheel 134 is also rotated 5°-15° synchronously in the initial direction. Since the driven steering wheel 134 is driven to rotate by the rotating transverse shaft, the steering wheel on one side (left side) after rotation creeps forward, and the driven steering wheel 134 on the other side (right side) moves backward, thereby realizing the first rotation of the steering transverse shaft 133 and the driven rotating wheel.
[0031] The secondary steering pushes, and then the steering column 132 is rotated counterclockwise by manipulation. When the steering column 132 rotates counterclockwise, the steering shaft 133 and the driven steering wheel 134 are driven to rotate synchronously. The steering shaft 133 rotates 5°-15° counterclockwise on the basis of the first rotation direction, and the driven steering wheel 134 also rotates 5°-15° synchronously on the basis of the first rotation direction. The driven steering wheel 134 on the left side will move a short distance backward, but because the rear drive mechanism 120 is in a working state, the rear drive mechanism 120 is in a working state. 0 has a force pushing forward. During the rotation of the steering transverse shaft 133, the left driven steering wheel 134 will be prevented (braked) from moving backward, but the right driven steering wheel 134 will be pushed forward, that is, the left steering wheel will be used as a fulcrum to push the right steering wheel to creep forward a short distance. At the same time, when the right driven steering wheel 134 moves forward, the entire vehicle will be offset to the left, so that the sidewall of the rear driving tire is closely attached to the sidewall of the pit, avoiding the tire surface from only contacting with the ground, thereby increasing the friction between the tire and the pit. Finally, by repeatedly rotating the steering column 132 clockwise and counterclockwise, the steering shaft 133 and the driven rotating wheel are repeatedly twisted, and then the rear wheel is repeatedly rotated in conjunction with the rear drive axle differential, thereby driving the vehicle out of soft soil or potholes.
[0032] It should be noted that after the driven steering wheel 134 falls into the pit, it is also moved out of the pit using the same method as above.
[0033] It is worth noting that the front driven mechanism 130 of the present application is essentially different from the front driven mechanism 130 of the existing frame. The front driven mechanism 130 of the existing frame is a horizontal axis connecting the steering wheels on both sides. When the steering wheels on both sides rotate clockwise or counterclockwise, the horizontal axis does not rotate. Therefore, when the rear rotating wheel falls into the pit, by rotating the front rotating wheel, the front rotating wheel will only rotate in place and will not move forward.
[0034] The steering column 132 is rotated to drive the steering shaft 133 and the driven steering wheel 134 to rotate. The rotating shaft mainly extends the rotation distance. With the steering wheel on one side as the fulcrum, it pushes the steering wheel on the other side to creep forward a short distance, and rotates alternately in sequence, so that the driven steering wheel 134 in front creeps forward in sequence, and then cooperates with the rear drive mechanism 120 at the rear to make the sidewall of the rear driving tire close to the sidewall of the pit during the frame offset, thereby increasing the friction between the tire and the pit, thereby enabling the frame to drive out of soft soil or pits in a short time, and better adapt to terrains such as mountainous areas, forest areas, beach protection forests, grasslands, etc. with soft soil and hidden potholes; it also avoids the problem in the prior art that when the resistance on one side increases due to the differential, the tire on the other side spins idly, causing the vehicle to lose forward and backward power.
[0035] In a possible embodiment, since the driven steering wheel 134 cannot rotate freely, its rotation is driven by the steering transverse shaft 133. In order to make the driven steering wheel 134 and the steering transverse shaft 133 have a high-strength connection; a front hub shaft 135 is provided on the driven steering wheel 134, and the front hub shaft 135 is coaxially rotatable on the steering transverse shaft 133. The driven steering wheel 134 is sleeved on the front hub shaft 135, and the driven steering wheel 134 rotates coaxially with the front hub shaft 135. The driven steering wheel 134 rotates synchronously with the front wheel hub shaft 135, and the front wheel hub shaft 135 rotates relative to the steering transverse axis 133. The front wheel hub shaft 135 is made of high-strength structural steel. The driven steering wheel 134 is arranged on the front wheel hub shaft 135 and can withstand a large steering force. The driven steering wheel 134 is not easy to deviate, and the driven steering wheel 134 can maintain coaxial rotation with the front wheel hub shaft 135 and the steering transverse axis 133 for a long time.
[0036] Specifically, in order to make the driven steering wheel 134 have greater friction with the ground during the rotation process to prevent the driven steering wheel 134 from moving backward, see Figure 5Therefore, a brake mechanism 135 is provided on the front wheel hub shaft 135, and the brake mechanism 135 is used to limit the rotation of the front wheel hub shaft 135. When the steering horizontal shaft 133 rotates clockwise, the brake mechanism 135 on the right side locks the front wheel hub shaft 135 on the right side, so that the driven steering wheel 134 on the right side is in a braking state. When the rear drive mechanism 120 pushes, since the driven steering wheel 134 on the left side is not in a braking state, it will push the driven steering wheel 134 on the left side to move forward, and the driven steering wheel 134 on the right side remains stationary and only rotates a certain angle; when the steering horizontal shaft 133 rotates counterclockwise, the brake mechanism 135 on the left side locks the front wheel hub shaft 135 on the left side, so that the driven steering wheel 134 on the left side is in a braking state. In the braking state, when the rear drive mechanism 120 pushes, since the driven steering wheel 134 on the right side is not in the braking state, the driven steering wheel 134 on the right side will be pushed to move forward, and the driven steering wheel 134 on the left side remains stationary and only rotates a certain angle; by braking the driven steering wheel 134 on the left side or the driven steering wheel 134 on the right side, when the driven steering wheels 134 are repeatedly twisted, the friction between the driven steering wheels 134 and the ground is increased, thereby preventing the driven steering wheel 134 on the steering side from moving backward, and enabling the frame structure 100 to quickly drive out of soft soil or pits.
[0037] Specifically, a brake disc is provided on the front wheel hub shaft 135 , and the brake mechanism 135 is provided on the brake disc. The brake mechanism 135 is an existing brake device, and the brake mechanism 135 and the brake disc can be locked with each other.
[0038] In a preferred embodiment, see Figure 3 The slewing support 131 includes a slewing upper fixed plate 1311, a slewing lower fixed plate 1312 and a slewing ring 1313. The slewing upper fixed plate 1311 and the slewing lower fixed plate 1312 are arranged on the frame body 110. A limiting cavity is formed between the slewing upper fixed plate 1311 and the slewing lower fixed plate 1312. The slewing ring 1313 is arranged in the limiting cavity. The slewing ring 1313 can rotate horizontally in the limiting cavity. The inner wall of the slewing ring 1313 is fixedly matched with the outer wall of the steering column 132. The rotating upper fixed plate 1311 and the rotating lower fixed plate 1312 are mainly used to limit the rotating ring shoe 1313 to prevent the rotating ring shoe 1313 from swinging or deflecting. The inner wall of the rotating ring shoe 1313 and the outer wall of the steering column 132 are fixedly connected by welding. When the steering column 132 rotates, the rotating ring shoe 1313 rotates synchronously.
[0039] In one possible embodiment, see Figure 2and Figure 7 The rotation amplitude of the steering transverse shaft 133 is controlled within the range of 5°-15°, which is conducive to driving the driven steering wheel 134 to creep forward a short distance. However, it is not easy to control the rotation angle of the steering transverse shaft 133 by manually turning the steering wheel to drive the steering column 132 to rotate, and then drive the steering transverse shaft 133 to rotate. If the rotation amplitude of the steering transverse shaft 133 is too small (less than 5°), the movement amplitude of the driven steering wheel 134 is small, and the time for the frame structure 100 to move out of the pit is long. If the rotation amplitude of the steering transverse shaft 133 is too large (greater than 15°), the movement amplitude of the driven steering wheel 134 is too large, which will aggravate the wear of the driven steering wheel 134, and the stress at the connection between the front wheel hub shaft 135 and the steering transverse shaft 133 is too large, which will also aggravate the wear of the front wheel hub shaft 135 and the steering transverse shaft 133. Therefore, the frame structure 100 also includes a cylinder mechanism 150, which includes an ear-type rotary sleeve 151, a pushing cylinder 152 and a steering gear 153. The ear-type rotary sleeve 151 is sleeved on the outer wall of the rotary ring 1313, and the ear-type rotary sleeve 151 rotates coaxially with the rotary ring 1313. One end of the pushing cylinder 152 is rotatably connected to the ear-type rotary sleeve 151, and the other end of the pushing cylinder 152 is connected to the frame body 110. The steering gear 153 is connected to the pushing cylinder 152 for controlling the extension or retraction of the pushing cylinder 152. When the frame structure 100 falls into a pit, the steering gear 153 is manually started, and the steering gear 153 injects hydraulic oil into the pushing cylinder 152 to push the pushing cylinder 152 to extend a preset distance. It is a prior art to control the pushing cylinder 152 to extend a preset distance by the steering gear 153. After the pushing cylinder 152 extends a preset distance, it pushes the ear-type rotary sleeve 151 to rotate, and the ear-type rotary sleeve 151 drives the steering column 132 to rotate coaxially, and the steering column 132 drives the steering horizontal shaft 133 and the driven rotating wheel to rotate; through the pushing cylinder 15 Pushing or contracting the steering column 132 to rotate clockwise or counterclockwise replaces manual rotation of the steering column 132, avoiding arm pain caused by repeated manual rotation of the steering column 132. Furthermore, the pushing cylinder 152 is pushed out a preset distance, so that the rotation amplitude of the steering horizontal axis 133 is controlled within the range of 5°-15°, which is conducive to driving the driven steering wheel 134 to creep forward a short distance, reducing wear on the driven steering wheel 134, and enabling the tire of the rear drive mechanism 120 to fit against the side wall of the pit, which is conducive to the force applied to the rear wheel and has low resistance.
[0040] It should be noted that, when the pushing cylinder 152 is not needed to push the ear-type rotary sleeve 151, the connection between the pushing cylinder 152 and the ear-type rotary sleeve 151 can be disconnected, so that the rotating column can be rotated normally manually, preventing interference between the pushing cylinder 152 pushing the rotating column to rotate and the manual rotation of the rotating column.
[0041] In one possible embodiment, see Figure 7 In order to ensure that the rotating column rotates smoothly when the pushing cylinder 152 pushes the rotating column, and there is no need to manually disconnect the connection point between the pushing cylinder 152 and the ear-type rotary sleeve 151. Therefore, the pushing cylinder 152 includes a first cylinder 1521, a second cylinder 1522 and a steering gear 153. First cylinder ears 1521 are provided at both ends of the first cylinder 1521. One end of the first cylinder 1521 is rotatably connected to the rotary sleeve through the first cylinder ear 1521 on one side, and the other end of the first cylinder 1521 is rotatably connected to the frame body 110 through the first cylinder ear 1521 on the other side. The first cylinder 1521 and the second cylinder 1522 are connected in series through an oil pipe. The steering gear 153 is connected to the first cylinder 1521 or the second cylinder 1522. The steering gear 153 is used to control the injection or cut-off of hydraulic oil.
[0042] Under normal working conditions, that is, the pushing oil cylinder 152 is not needed to push the rotating column to rotate, the steering gear 153 is closed, the steering gear 153 does not inject hydraulic oil into the cylinder, and the pushing oil cylinder 152 is not in a pressurized state. When the rotating column is manually rotated clockwise, the rotating column drives the ear-type rotary sleeve 151 to rotate clockwise. Since the first oil cylinder 1521 and the second oil cylinder 1522 are connected in series through the oil pipe, the first oil cylinder 1521 contracts and the second oil cylinder 1522 contracts. 1522 extends, the hydraulic oil in the first oil cylinder 1521 enters the second oil cylinder 1522 through the oil pipe, thereby making the pushing oil cylinders 152 on both sides in a pressure balance state. Similarly, the rotating column drives the ear-type rotary sleeve 151 to rotate counterclockwise, the second oil cylinder 1522 contracts, and the first oil cylinder 1521 extends. The hydraulic oil in the second oil cylinder 1522 enters the first oil cylinder 1521 through the oil pipe, thereby making the pushing oil cylinders 152 on both sides in a pressure balance state. In the auxiliary working state, that is, the pushing cylinder 152 is required to push the rotating column to rotate, the steering gear 153 is opened, the steering gear 153 injects hydraulic oil into the pushing cylinder 152, and the first cylinder 1521 is injected with hydraulic oil, the hydraulic oil in the first cylinder 1521 increases, squeezing the first cylinder 1521 to extend a preset length, pushing the ear-type rotary sleeve 151 to rotate, and then pushing the steering column 132 to rotate. Since the second cylinder 1522 is not injected with hydraulic oil, the ear-type rotary sleeve 151 pushes the second cylinder 1522 to contract, and part of the hydraulic oil in the second cylinder 1522 flows back to the steering gear 153, and part flows back to the first cylinder 1521; similarly, the hydraulic oil in the second cylinder 1522 increases, squeezing the second cylinder 1522 to extend The ear-type rotary sleeve 151 is pushed out of the preset length to rotate, thereby pushing the steering column 132 to rotate. Since the first cylinder 1521 is not injected with hydraulic oil, the ear-type rotary sleeve 151 pushes the first cylinder 1521 to contract, and the hydraulic oil in the first cylinder 1521 partially flows back to the steering gear 153, and partially flows back to the second cylinder 1522. By connecting the first cylinder 1521 and the second cylinder 1522 in series, it is achieved that when one of the pushing cylinders 152 is extended, the other pushing cylinder 152 must be in a retracted state, thereby automatically pushing the ear-type rotary sleeve 151 to rotate clockwise or counterclockwise, and finally pushing the rotating column to rotate smoothly, and there is no need to manually disconnect the connection point between the pushing cylinder 152 and the ear-type rotary sleeve 151.
[0043] For details, see Figure 7 The first oil cylinder 1521 has a first oil chamber and a second oil chamber, and the second oil cylinder 1522 has a third oil chamber and a fourth oil chamber. The oil pipe includes a first oil pipe, a second oil pipe, a first oil return pipe, and a second oil return pipe. One end of the first oil pipe is connected to the rotator, and the other end of the first oil pipe is connected to the first oil chamber. One end of the second oil pipe is connected to the rotator, and the other end of the second oil pipe is connected to the third oil chamber. One end of the first oil return pipe is connected to the second oil chamber, and the other end of the first oil return pipe is connected to the fourth oil chamber. One end of the second oil return pipe is connected to the first oil chamber, and the other end of the second oil return pipe is connected to the third oil chamber. This enables the first oil cylinder 1521 and the second oil cylinder 1522 to operate in series.
[0044] In a preferred embodiment, the driven steering wheel 134 is a rubber tire, and both sides of the driven steering wheel 134 have raised anti-skid grooves, which expand the force-bearing surface between the sidewall of the driven steering wheel 134 and the sidewall of the pit, thereby increasing the friction force.
[0045] In a preferred embodiment, see Figure 1 The rear drive mechanism 120 includes a drive motor 121, a transmission 122, a drive shaft 123, a rear drive axle 124, and a set of active drive wheels 125. The drive motor 121 is mounted on the vehicle frame 110, the transmission 122 is connected to the drive motor 121, the drive shaft 123 is connected to the transmission 122, the rear drive axle 124 is mounted on the vehicle frame 110, and the rear drive axle 124 is connected to the drive shaft 123. A set of active drive wheels 125 are disposed on both sides of the rear drive axle 124. The rear drive mechanism 120 is the same as an existing rear drive device.
[0046] Specifically, the active driving wheel 125 is a rubber tire, and both sides of the active driving wheel 125 have raised anti-skid grooves, which expand the force-bearing surface between the sidewall of the active driving wheel 125 and the sidewall of the pit, thereby increasing the friction force.
[0047] In one possible embodiment, see Figure 8 A mountain engineering vehicle includes a frame structure 100, a driver's control room 200, a water tank 300, a spraying mechanism 400, and a storage rack 500. The driver's control room 200 is disposed on the frame structure 100 and is used to control the activation of the frame structure 100. The water tank 300 is disposed on the frame structure 100. The spraying mechanism 400 is connected to the water tank 300. The storage rack 500 is disposed on the frame structure 100. The driver's control room 200 is used to control vehicle movement and steering. The water tank 300 can be filled with water or medicine. The spraying mechanism 400 is used to extract and spray the water tank 300. The storage rack 500 is used to store miscellaneous items.
[0048] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.
Claims
1. A frame structure, characterized in that: It includes a frame body, a rear drive mechanism and a front driven mechanism arranged on the frame body, and the front driven mechanism is driven to move by the rear drive mechanism; The front driven mechanism includes a slewing support, a steering column, a steering transverse shaft and a group of driven steering wheels. The slewing support is arranged on the frame body, the steering column is sleeved in the slewing support, the steering transverse shaft is connected to the steering column, and the steering transverse shaft is located at the lower end surface of the steering column. A group of driven steering wheels are installed on both sides of the steering transverse shaft, and the driven steering wheels rotate coaxially with the steering transverse shaft; when the steering column rotates clockwise, it drives the steering transverse shaft and the driven steering wheel to rotate synchronously, and the steering wheel on one side creeps forward; when the steering column rotates counterclockwise, it drives the steering transverse shaft and the driven steering wheel to rotate synchronously, and the steering wheel on the other side creeps forward.
2. The frame structure according to claim 1, wherein: The driven steering wheel is provided with a front hub shaft, and the front hub shaft is coaxially rotatable on the steering transverse axis. The driven steering wheel is sleeved on the front hub shaft, and the driven steering wheel and the front hub shaft coaxially rotate.
3. The frame structure according to claim 2, wherein: The front wheel hub shaft is provided with a brake mechanism, and the brake mechanism is used to limit the rotation of the front wheel hub shaft.
4. The frame structure according to claim 3, wherein: The slewing support includes a slewing upper fixed plate, a slewing lower fixed plate and a slewing ring. The slewing upper fixed plate and the slewing lower fixed plate are arranged on the frame body. A limiting cavity is formed between the slewing upper fixed plate and the slewing lower fixed plate. The slewing ring is arranged in the limiting cavity. The slewing ring can rotate horizontally in the limiting cavity. The inner wall of the slewing ring is fixedly matched with the outer wall of the steering column.
5. The vehicle frame structure according to claim 4, wherein: The frame structure also includes a cylinder mechanism, which includes an ear-type rotating sleeve, a pushing cylinder and a steering gear. The ear-type rotating sleeve is sleeved on the outer wall of the rotating shoe ring, and the ear-type rotating sleeve rotates coaxially with the rotating shoe ring. One end of the pushing cylinder is rotatably connected to the ear-type rotating sleeve, and the other end of the pushing cylinder is connected to the frame body. The steering gear is connected to the pushing cylinder for controlling the extension or retraction of the pushing cylinder.
6. The vehicle frame structure according to claim 5, wherein: The pushing oil cylinder includes a first oil cylinder and a second oil cylinder, and first oil cylinder ears are provided at both ends of the first oil cylinder. One end of the first oil cylinder is rotatably connected to the rotary sleeve through the first oil cylinder ear on one side, and the other end of the first oil cylinder is rotatably connected to the frame body through the first oil cylinder ear on the other side. The first oil cylinder and the second oil cylinder are connected in series through an oil pipe, and the steering gear is connected to the first oil cylinder and the second oil cylinder. The steering gear is used to control the injection or supply of hydraulic oil.
7. The vehicle frame structure according to claim 1, wherein: The driven steering wheel is a rubber tire, and both sides of the driven steering wheel are provided with raised anti-skid grooves.
8. The vehicle frame structure according to claim 1, wherein: The rear drive mechanism includes a drive motor, a transmission, a drive shaft, a rear drive axle and a group of active drive wheels. The drive motor is arranged on the frame body, the transmission is connected to the drive motor, the drive shaft is connected to the transmission, the rear drive axle is installed on the frame body, and the rear drive axle is connected to the drive shaft. A group of active drive wheels are arranged on both sides of the rear drive axle.
9. A mountain engineering vehicle, characterized in that: The vehicle comprises a frame structure, a driving control room, a water tank, a spraying mechanism and a storage rack, wherein the frame structure is the frame structure according to any one of claims 1 to 8, the driving control room is arranged on the frame structure, the driving control room is used to control the start of the frame structure, the water tank is arranged on the frame structure, the spraying mechanism is connected to the water tank, and the plant rack is arranged on the frame structure.