Carrying trolley driving mechanism with demagnetizing sliding function

Abstract

The invention provides a carrying trolley driving mechanism with a demagnetizing sliding function. The carrying trolley driving mechanism comprises wheels and a driving structure for driving the wheels to rotate. A gear ring is detachably installed on the side face, close to the driving structure, of the wheel, a plurality of spring cavities are annularly formed in the gear ring at equal intervals, the top of each spring cavity is in threaded connection with a cover, a spring is installed in each spring cavity, a through hole with the polygonal cross section is formed in the bottom of each spring cavity, and a clamping rod is movably installed in each through hole; a turntable is arranged on the inner side of the gear ring; a plurality of wedge blocks are annularly arranged on the outer wall of the turntable at equal intervals; a first end body and a second end body are arranged at the two ends of the clamping rod, the first end body is of a wedge structure, and the second end body is movably clamped in the spring cavity; and under the elastic action of the spring, the first end body moves out of the through hole and is clamped with the wedge block. By means of the modular design of the spring, the clamping rod and the wedge block, the core pain points that in the prior art, pre-tightening force is uncontrollable, elastic elements are prone to damage, and maintenance is difficult are effectively solved.

Description

Technical Field

[0001] This invention relates to the field of drive equipment technology, specifically to a drive mechanism for a transport vehicle with demagnetization gliding function. Background Technology

[0002] In electric power-assisted devices (such as electric transport vehicles and electric scooters) and certain electromechanical systems that require free gliding even when power is off, one-way clutches are often used to automatically engage and disengage the motor and transmission mechanism. Among them, the normally closed clutch structure based on the wedge principle is widely used due to its advantages such as compact structure, rapid response, and no need for external control.

[0003] To address the aforementioned problems, a patent (patent number 201811399010.1) discloses: "A clutch, comprising an inner ring and an outer ring, wherein the inner ring is disposed within the outer ring, forming an annular cavity between the inner and outer rings, and a wedge mechanism is provided within the annular cavity. The wedge mechanism includes a wedge support and a wedge assembly. The wedge support has a plurality of evenly distributed mounting grooves, and the wedge assembly is disposed within the plurality of evenly spaced mounting grooves. An elastic pressure ring is provided on the outer side of the wedge assembly, and the wedge assembly is held tightly against the inner ring under the action of the elastic pressure ring. Preferably, the wedge..." The top of the wedge assembly has a groove, and the elastic pressure ring is disposed within the groove. Preferably, the bottom surface of the wedge assembly is an inclined arc surface, and the lowest point of the inclined arc surface is pressed against the inner ring under the action of the elastic pressure ring. Preferably, the size of the wedge assembly matches the size of the mounting groove, and the wedge assemblies are distributed sequentially and at intervals within the mounting groove. Under normal operating conditions, the outer ring drives the inner ring to rotate via the wedge assembly; when the motor is powered off, the elastic force of the elastic pressure ring causes the wedge assembly to grip the inner ring and disengage from the outer ring, thereby cutting off the power transmission path and achieving low-damping free sliding.

[0004] However, this type of structure reveals the following significant drawbacks in practical applications:

[0005] First, the preload applied to the wedge assembly by the elastic pressure ring is difficult to control precisely. If the elastic force is too large, although it can ensure that the wedge reliably grips the inner ring, it will cause a large sliding friction resistance between the wedge and the inner ring, which will seriously affect the sliding performance in the power-off state and violate the design intention of "low-resistance sliding". Conversely, if the elastic force is too small, it will not be able to effectively constrain the position of the wedge assembly. During the operation of the equipment, the wedge is prone to move or even collide with each other in the mounting groove due to vibration or impact. This will not only generate abnormal noise, but also accelerate the wear of parts. In severe cases, it may lead to the wedge breaking or jamming.

[0006] Secondly, the elastic pressure ring is typically a single ring structure that must simultaneously withstand radial compression from multiple wedge assemblies. Due to manufacturing and assembly tolerances among the wedges, the elastic pressure ring often experiences uneven stress, resulting in significant localized stress concentrations. Under long-term alternating loads, it is highly susceptible to fatigue fracture. Once the elastic pressure ring fails, such as by fracturing or undergoing permanent deformation, all components of the clutch will lose their reset capability. The wedges will be unable to effectively grip the inner ring, resulting in a lack of fault redundancy mechanisms and extremely low system fault tolerance.

[0007] More importantly, this type of clutch has a highly integrated structure, with the elastic pressure ring usually embedded in a closed groove inside the rotor. Once damaged, it can only be replaced by disassembling the motor end cover, bearings, and even the rotor assembly, making the disassembly and assembly operation complicated.

[0008] In conclusion, there is an urgent need for a new type of clutch mechanism that can effectively solve the above-mentioned technical bottlenecks while ensuring reliable clutch function, thereby improving product reliability, gliding performance, and user experience. Summary of the Invention

[0009] To address the shortcomings of existing technologies, the present invention aims to provide a trolley drive mechanism with demagnetization gliding function, thereby solving the significant deficiencies of existing wedge clutch structures based on elastic pressure rings in terms of preload control, structural stability, component durability, and maintainability.

[0010] To solve the above-mentioned technical problems, the present invention is implemented through the following solution:

[0011] This invention discloses a drive mechanism for a transport vehicle with demagnetization gliding function, comprising a wheel and a drive structure for driving the wheel to rotate; a toothed ring is detachably mounted on one side of the wheel near the drive structure, and multiple spring cavities are equidistantly arranged in an annular pattern on the toothed ring, a cover is threaded to the top of each spring cavity, a spring is installed inside the spring cavity, and a through hole with a polygonal cross-section is opened at the bottom of the spring cavity, and a snap-fit ​​rod is movably installed in the through hole; a turntable is provided on the inner side of the toothed ring, and the turntable is driven to rotate by the drive structure, and multiple wedge blocks are arranged equidistantly in an annular pattern on the outer wall of the turntable; the snap-fit ​​rod has a first end body and a second end body at both ends, the first end body is a wedge structure, and the second end body is movably snapped into the spring cavity; under the elastic force of the spring, the first end body moves out from the through hole and snaps into the wedge block.

[0012] Preferably, the through hole has a quadrilateral cross-section, the snap-fit ​​rod has a rectangular prism structure, and the size of the snap-fit ​​rod is smaller than the size of the through hole; the second end body has a block structure, and the maximum outer diameter of the second end body is greater than the maximum outer diameter of the through hole.

[0013] Preferably, the spring cavity is a circular cylindrical cavity, and the outer diameter of the spring is the same as the outer diameter of the spring cavity; the cover is a hollow bolt, and the bottom of the cover has a circular hole, the inner diameter of which is the same as the outer diameter of the spring; the top inner wall of the spring cavity is provided with an internal thread for threaded connection with the cover.

[0014] Preferably, a circular groove is provided on one side of the wheel near the drive structure for mounting the toothed ring; a first toothed groove is provided on the inner wall of the circular groove, and a toothed block is provided on the outer wall of the toothed ring, the toothed block meshing with the first toothed groove; a second toothed groove is formed between two adjacent toothed blocks, and the spring cavity is opened at the bottom of the second toothed groove.

[0015] Preferably, a cover plate is provided on the outer side of the circular groove, and the cover plate is fixedly connected to the wheel by bolts.

[0016] Preferably, the trolley drive mechanism further includes a wheel frame, the wheel frame having a first support plate and a second support plate, a first bushing being provided at the bottom of the first support plate, and a second bushing being provided at the bottom of the second support plate; the drive structure has a bearing, the bearing being rotatably mounted on the first bushing, and the end of the bearing being fixedly connected to the turntable; a support rod is provided on the side of the wheel away from the drive structure, and the support rod is rotatably mounted in the second bushing.

[0017] Preferably, the lower end of the first support plate is a first semi-circular frame, and a first mounting plate is provided on the first bushing. The first semi-circular frame and the first mounting plate are fixedly connected by bolts. The lower end of the second support plate is a second semi-circular frame, and a second mounting plate is provided on the second bushing. The second semi-circular frame and the second mounting plate are fixedly connected by bolts.

[0018] Preferably, the drive structure further includes a motor, and a fixing plate is provided on the outer wall of the motor, the fixing plate being fixedly connected to the first support plate.

[0019] Preferably, there is a gap between the first bushing and the cover plate; and there is a gap between the second bushing and the wheel.

[0020] Preferably, the fixing plate and the first support plate are fixedly connected by bolts.

[0021] Compared with the prior art, the beneficial effects of the present invention are:

[0022] This invention employs an independently configured spring for each snap-fit ​​lever, with the preload determined by a single spring, which can be precisely controlled through selection or pre-compression. More importantly, the spring is only used for initial reset and maintaining the engagement state, and does not participate in continuous clamping during sliding. Once in the sliding state, the snap-fit ​​lever completely disengages from the wedge block, eliminating continuous friction and fundamentally avoiding the problem of locking friction. This solution abandons the integral annular elastic pressure ring, replacing it with multiple independent springs, each bearing the load of a single snap-fit ​​lever. Even if one spring fails (breaks or loosens), the remaining snap-fit ​​units can still function normally, providing fault redundancy. The spring force path is short and the load is clearly defined, avoiding the non-uniform compression and localized high stress caused by manufacturing tolerances in traditional structures. The spring, snap-fit ​​lever, and cover are all integrated within the spring cavity of the toothed ring. The toothed ring is detachably mounted on the side of the wheel; replacement or maintenance only requires removing the wheel or toothed ring, without disassembling the motor, bearing, or rotor assembly. The cover uses a threaded connection, facilitating the individual opening of any spring cavity for component replacement, supporting modular and rapid maintenance. During sliding, the locking rod completely disengages from the wedge block, with no mechanical contact and extremely low frictional resistance. The mating surfaces between the wedge block and the locking rod can be optimized to be smooth curved surfaces or low-friction coatings, further reducing energy loss during drive. The polygonal through-hole restricts the circumferential rotation of the locking rod, preventing it from slipping or wearing unevenly within the through-hole, thus improving its lifespan. Attached Figure Description

[0023] Figure 1 This is a first-view structural schematic diagram of a vehicle drive mechanism with demagnetization gliding function according to the present invention.

[0024] Figure 2 This is a second-view structural schematic diagram of a vehicle drive mechanism with demagnetization gliding function according to the present invention.

[0025] Figure 3 This is an exploded view of the wheel, gear ring, and turntable in a drive mechanism for a transport vehicle with demagnetization gliding function according to the present invention.

[0026] Figure 4 This is a schematic diagram of the vertical cross-section of the gear ring in a drive mechanism for a transport vehicle with demagnetization gliding function according to the present invention.

[0027] Figure 5 This is a schematic diagram of the locking rod in the drive mechanism of a transport vehicle with demagnetization gliding function according to the present invention.

[0028] Figure 6 This is a schematic diagram of the gear ring in the drive mechanism of a transport vehicle with demagnetization gliding function according to the present invention.

[0029] Figure 7 This is a schematic diagram of the cover in the drive mechanism of a transport vehicle with demagnetization sliding function according to the present invention.

[0030] Figure 8 This is a schematic diagram of the drive structure in a vehicle drive mechanism with demagnetization gliding function according to the present invention.

[0031] The attached diagram is labeled as follows: 1. Wheel; 2. Drive structure; 3. Wheel frame; 11. Gear ring; 12. Turntable; 13. Circular groove; 14. Cover plate; 21. Bearing; 22. Motor; 23. Fixing plate; 31. First support plate; 32. Second support plate; 111. Spring cavity; 112. Cover; 113. Spring; 114. Through hole; 115. Snap-fit ​​rod; 116. Gear block; 117. Second tooth groove; 121. Wedge block; 131. First tooth groove; 311. First bushing; 312. First semi-circular frame; 313. First mounting plate; 321. Second bushing; 322. Second semi-circular frame; 323. Second mounting plate; 1151. First end body; 1152. Second end body; 1121. Circular hole. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby making a clearer and more definite definition of the scope of protection of the present invention. Obviously, the embodiments described in this invention are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0034] Example 1: The specific structure of the present invention is as follows:

[0035] like Figure 1 , Figure 4 and Figure 8 As shown, a drive mechanism for a transport vehicle with demagnetization gliding function includes a wheel 1 and a drive structure 2 for driving the wheel 1 to rotate. A toothed ring 11 is detachably mounted on one side of the wheel 1 near the drive structure 2. Multiple spring cavities 111 are equidistantly arranged in a ring on the toothed ring 11. A cover 112 is threaded to the top of each spring cavity 111. A spring 113 is installed inside each spring cavity 111. A polygonal through hole 114 is opened at the bottom of each spring cavity 111, and a snap-fit ​​rod 115 is movably installed within the through hole 114. A turntable 12 is arranged inside the toothed ring 11, and the turntable 12 is driven to rotate by the drive structure 2. Multiple wedge blocks 121 are equidistantly arranged in a ring on the outer wall of the turntable 12. Figure 5As shown, the two ends of the latching rod 115 are provided with a first end body 1151 and a second end body 1152. The first end body 1151 is a wedge structure, and the second end body 1152 is movably latched in the spring cavity 111. Under the elastic force of the spring 113, the first end body 1151 moves out from the through hole 114 and latches with the wedge block 121.

[0036] In this embodiment, the drive structure 2 drives the turntable 12 to rotate; the wedge block 121 on the turntable 12 rotates synchronously with the turntable; under the elastic force of the spring 113, the first end body 1151 of the locking rod 115 is pushed out of the through hole 114, and achieves unidirectional engagement with the rotating wedge block 121; the wedge block 121 pushes the locking rod 115, thereby driving the toothed ring 11 and the wheel 1 to rotate synchronously, completing the power transmission. This process utilizes the wedge self-locking principle: when the turntable rotates in the forward direction, the wedge block 121 and the wedge surface of the locking rod 115 interact, generating a radial component force to make the engagement tighter and achieve reliable transmission.

[0037] When the drive structure 2 stops outputting power, the turntable 12 no longer rotates actively. If the wheel 1 continues to rotate due to inertia, the gear ring 11 drives the locking rod 115 to move in the opposite direction. A reverse disengagement inclined surface is formed between the first end body 1151 of the locking rod 115 and the wedge block 121, and they automatically disengage under relative motion. Under the action of the spring 113, the locking rod 115 retracts into the through hole 114 and completely disengages from the wedge block 121. The power path between the wheel 1 and the drive structure 2 is cut off, and only a very small amount of rolling / sliding friction exists, achieving low-damping free gliding. The clutch action is automatically triggered by the direction of motion, requiring no external control, and there is no continuous frictional contact during gliding.

[0038] This design employs an independent spring 113 for each snap-fit ​​rod 115. The preload is determined by a single spring 113 and can be precisely controlled through selection or pre-compression. More importantly, the spring 113 is only used for initial reset and maintaining the engagement state, and does not participate in continuous clamping during sliding. Once in the sliding state, the snap-fit ​​rod 115 completely disengages from the wedge block 121, eliminating continuous friction and fundamentally avoiding the problem of locking friction. This design abandons the integral annular elastic pressure ring and instead uses multiple independent springs 113, each bearing the load of a single snap-fit ​​rod 115. Even if one spring 113 fails (breaks or loosens), the remaining snap-fit ​​units can still function normally, providing fault redundancy. The spring 113 has a short force path and a clear load, avoiding the non-uniform compression and localized high stress caused by manufacturing tolerances in traditional structures. Spring 113, locking rod 115, and cover 112 are all integrated within the spring cavity 111 of the toothed ring 11. The toothed ring 11 is detachably mounted on the side of the wheel 1. Replacement or maintenance only requires removing the wheel 1 or the toothed ring 11, without disassembling the motor, bearing, or rotor assembly. The cover 112 uses a threaded connection, facilitating the individual opening of any spring cavity 111 for component replacement, supporting modular and rapid maintenance. During coasting, the locking rod 115 completely disengages from the wedge block 121, with no mechanical contact and extremely low frictional resistance. The mating surface between the wedge block 121 and the locking rod 115 can be optimized as a smooth curved surface or a low-friction coating, further reducing energy loss during drive. The polygonal through hole 114 restricts the circumferential rotation of the locking rod 115, preventing slippage or uneven wear within the through hole 114, thus improving its lifespan.

[0039] like Figure 6 As shown, the through hole 114 has a quadrilateral cross-section, the snap-fit ​​rod 115 has a rectangular prism structure, and the size of the snap-fit ​​rod 115 is smaller than the size of the through hole 114; the second end body 1152 has a block structure, and the maximum outer diameter of the second end body 1152 is larger than the maximum outer diameter of the through hole 114.

[0040] In this embodiment, the through hole 114 is opened at the bottom of the toothed ring 11, and its cross-section is quadrilateral, such as square or rectangle, providing a non-circular constraint channel; the snap-fit ​​rod 115 is a rectangular prism, and its cross-sectional dimension is slightly smaller than that of the through hole 114. It can slide axially within the through hole 114 but cannot rotate; the second end body 1152 is located at the inner end of the snap-fit ​​rod 115, and is a circular block structure. Its maximum outer diameter is larger than that of the maximum inner diameter of the through hole 114, which plays a limiting and stopping role to prevent the snap-fit ​​rod 115 from coming out of the through hole 114.

[0041] like Figure 7As shown, further, the spring cavity 111 is a circular cylindrical cavity, and the outer diameter of the spring 113 is the same as the outer diameter of the spring cavity 111; the cover 112 is a hollow bolt, and the bottom of the cover 112 has a circular hole 1121, the inner diameter of the circular hole 1121 is the same as the outer diameter of the spring 113; the top inner wall of the spring cavity 111 is provided with an internal thread for threaded connection with the cover 112.

[0042] In this embodiment, the outer diameter of the spring 113 is perfectly matched with the inner diameter of the spring cavity 111, with a very small gap or an interference fit. After installation, it is radially constrained and cannot wobble or deviate. The cover 112 is designed as a hollow bolt with external threads on the outer circumference, which can be screwed into the internal threads at the top of the spring cavity 111. A circular hole 1121 is provided at the center of its bottom, with the same diameter as the outer diameter of the spring 113. This allows the second end body 1152 of the snap-fit ​​rod 115 to pass through, and also forms an axial limit and radial guide for the spring 113. During assembly, spring 113 is placed into spring cavity 111, snap-fit ​​rod 115 is inserted, and then hollow bolt-shaped cover 112 is screwed into the top of spring cavity 111. Spring 113 is compressed between cover 112 and second end body 1152, providing stable thrust. Since the outer diameter of spring 113 is strictly matched with spring cavity 111, spring 113 does not bend, tilt or laterally rub when subjected to force, ensuring that the direction of elastic force is always along the axis. Snap-fit ​​rod 115 slides linearly in through hole 114, completing engagement or disengagement with wedge block 121. During maintenance, simply unscrew cover 112 to remove spring 113 or snap-fit ​​rod 115 without damaging other structures.

[0043] like Figure 3 As shown, further, a circular groove 13 is provided on one side of the wheel 1 near the drive structure 2 for mounting the toothed ring 11; a first toothed groove 131 is provided in an annular shape on the inner wall of the circular groove 13, and a toothed block 116 is provided in an annular shape on the outer wall of the toothed ring 11, the toothed block 116 meshing with the first toothed groove 131; a second toothed groove 117 is formed between two adjacent toothed blocks 116, and the spring cavity 111 is opened at the bottom of the second toothed groove 117.

[0044] In this embodiment, the toothed ring 11 is pressed into the circular groove 13 of the wheel 1, and the toothed block 116 engages with the first toothed groove 131 to achieve gapless circumferential positioning and axial limiting. The rotation of the turntable 12 causes the wedge block 121 to push the locking rod 115 to rotate, and the locking rod 115 drives the toothed ring 11 to rotate. The toothed ring 11 transmits torque to the wheel 1 efficiently and without slippage through the engagement of the toothed block 116 and the first toothed groove 131. In the sliding state, the locking rod 115 retracts and disengages from the wedge block 121. Although the toothed ring 11 rotates freely with the wheel 1, it will not rotate relative to the wheel 1 or loosen because the toothed block 116 is always engaged with the first toothed groove 131. During maintenance, the toothed ring 11 can be removed as a whole, or the cover 112 can be unscrewed separately to replace the internal components.

[0045] Furthermore, a cover plate 14 is provided on the outer side of the circular groove 13, and the cover plate 14 is fixedly connected to the wheel 1 by bolts.

[0046] In this embodiment, the cover plate 14 does not participate in power transmission, but serves as a mechanical barrier and structural pressure plate to prevent the toothed ring 11 from axially dislodging from the circular groove 13 under vibration, impact, or reverse force. Together with the wheel 1 and the toothed ring 11, it forms a semi-closed or nearly fully closed chamber, preventing external dust, mud, oil, and other contaminants from entering the clutch mechanism. Even if the toothed block 116 and the first toothed groove 131 become slightly loose due to extreme working conditions, the cover plate 14 can still provide a final mechanical constraint to prevent the toothed ring 11 from flying off and causing a safety accident.

[0047] Furthermore, the trolley drive mechanism also has a wheel frame 3, which has a first support plate 31 and a second support plate 32. The bottom of the first support plate 31 is provided with a first bushing 311, and the bottom of the second support plate 32 is provided with a second bushing 321. The drive structure 2 has a bearing 21, which is rotatably mounted on the first bushing 311, and the end of the bearing 21 is fixedly connected to the turntable 12. The side of the wheel 1 away from the drive structure 2 is provided with a support rod 15, which is rotatably mounted in the second bushing 321.

[0048] In this embodiment, the drive structure 2 is installed into the first bushing 311 from one side of the wheel 1, and the wheel 1 is installed into the second bushing 321 from the other side; the two are installed independently without the need for high-precision coaxial assembly fixtures; during maintenance, the wheel 1 or the motor can be disassembled separately without affecting the other; the cover plate 14, toothed ring 11 and other modules can still be quickly replaced according to the previous scheme. The first support plate 31 and the second support plate 32 of the wheel frame 3 have high torsional rigidity; the wheel 1 is firmly locked between the first support plate 31 and the second support plate 32, suppressing lateral sway and axial movement, especially in dynamic conditions such as obstacle crossing, slope start, and emergency stop, to prevent the wheel 1 from nodding or tailing, thus improving handling safety.

[0049] like Figure 2 As shown, further, the lower end of the first support plate 31 is a first semi-circular frame 312, and a first mounting plate 313 is provided on the first bushing 311. The first semi-circular frame 312 and the first mounting plate 313 are fixedly connected by bolts; the lower end of the second support plate 32 is a second semi-circular frame 322, and a second mounting plate 323 is provided on the second bushing 321. The second semi-circular frame 322 and the second mounting plate 323 are fixedly connected by bolts.

[0050] In this embodiment, during assembly, the first semi-circular frame 312 is wrapped around and fitted to the outside of the first bushing 311, and the frame 312 is fastened to the mounting plate 313 with bolts to form a complete circumferential support structure. Similarly, the second support plate 32 is bolted to the second mounting plate 323 on the second bushing 321 via the second semi-circular frame 322. When it is necessary to disassemble and repair the components, the semi-circular frame can be opened after loosening the bolts, allowing the bushing assembly to be disassembled or installed without axial pulling, greatly improving maintenance convenience.

[0051] like Figure 8 As shown, the drive structure 2 further includes a motor 22, and a fixing plate 23 is provided on the outer wall of the motor 22. The fixing plate 23 is fixedly connected to the first support plate 31.

[0052] In this embodiment, the torque reaction force generated by the motor 22 during operation, i.e., the tendency of the housing to rotate in the opposite direction, is directly transmitted to the first support plate 31 through the fixing plate 23. The first support plate 31, as the main load-bearing component of the wheel frame 3, guides this reaction force to the vehicle chassis, preventing the motor 22 housing from rotating or loosening relative to the wheel frame 3. At the same time, since the motor 22 and the first bushing 311 share the first support plate 31, they can share the same reference plane during manufacturing and assembly, naturally ensuring the coaxiality of the bearing 21 and the wheel 1 axis. During dynamic operation, the entire drive unit 2 works as a compact, non-displaceable integrated module.

[0053] Furthermore, there is a gap between the first bushing 311 and the cover plate 14, and the two do not directly contact each other in the axial or radial direction, leaving a small gap; there is a gap between the second bushing 321 and the wheel 1, and the wheel 1 body and the end face or outer edge of the second bushing 321 remain in a non-contact state, leaving a gap.

[0054] In this embodiment, if the cover plate 14 fits too tightly with the first bushing 311, or if the wheel 1 contacts the end face of the second bushing 321, sliding friction will be generated during rotation, increasing ineffective resistance. Especially in the power-off gliding state, this friction will significantly weaken the gliding performance; long-term operation will lead to wear, heat generation, or even seizing of the contact surface. By maintaining a gap, the rotating body and the stationary body are completely separated, and the gliding resistance comes only from inside the bearing / shoulder, reaching the lowest level.

[0055] Furthermore, the fixing plate 23 and the first support plate 31 are fixedly connected by bolts.

[0056] In this embodiment, when the motor 22 malfunctions (such as burnt windings or damaged bearings), only a few bolts need to be removed to remove the motor along with the mounting plate 23 as a whole, without disassembling the wheels, clutch mechanism, wheel frame or drive shaft; the new motor can be quickly installed and put back into operation, greatly reducing the average repair time.

[0057] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A drive mechanism for a transport vehicle with demagnetization gliding function, characterized in that, Includes a wheel (1) and a drive structure (2) that drives the wheel (1) to rotate; A toothed ring (11) is detachably installed on one side of the wheel (1) near the drive structure (2). Multiple spring cavities (111) are equidistantly arranged on the toothed ring (11). A cover (112) is threaded to the top of the spring cavity (111). A spring (113) is installed inside the spring cavity (111). A through hole (114) with a polygonal cross-section is opened at the bottom of the spring cavity (111). A snap-fit ​​rod (115) is movably installed inside the through hole (114). A turntable (12) is provided on the inner side of the toothed ring (11). The turntable (12) is driven to rotate by the driving structure (2). A plurality of wedge blocks (121) are arranged equidistantly on the outer wall of the turntable (12). The two ends of the snap-fit ​​rod (115) are provided with a first end body (1151) and a second end body (1152). The first end body (1151) is a wedge structure, and the second end body (1152) is movably snapped into the spring cavity (111). Under the elastic force of the spring (113), the first end body (1151) moves out of the through hole (114) and engages with the wedge block (121).

2. The trolley drive mechanism with demagnetization gliding function as described in claim 1, characterized in that, The through hole (114) has a quadrilateral cross-section, the snap-fit ​​rod (115) has a rectangular prism structure, and the size of the snap-fit ​​rod (115) is smaller than the size of the through hole (114); The second end body (1152) is a block structure, and the maximum outer diameter of the second end body (1152) is greater than the maximum outer diameter of the through hole (114).

3. The trolley drive mechanism with demagnetization gliding function as described in claim 1, characterized in that, The spring cavity (111) is a circular cylindrical cavity, and the outer diameter of the spring (113) is the same as the outer diameter of the spring cavity (111); The cover (112) is a hollow bolt, and the bottom of the cover (112) has a round hole (1121), the inner diameter of which is the same as the outer diameter of the spring (113); The top inner wall of the spring cavity (111) is provided with an internal thread for threaded connection with the cover (112).

4. The trolley drive mechanism with demagnetization gliding function as described in claim 1, characterized in that, The wheel (1) has a circular groove (13) on one side near the drive structure (2) for mounting the toothed ring (11). The inner wall of the circular groove (13) is provided with a first toothed groove (131) in an annular shape, and the outer wall of the toothed ring (11) is provided with a toothed block (116) in an annular shape, and the toothed block (116) meshes with the first toothed groove (131). A second tooth groove (117) is formed between two adjacent tooth blocks (116), and the spring cavity (111) is opened at the bottom of the second tooth groove (117).

5. The trolley drive mechanism with demagnetization gliding function as described in claim 4, characterized in that, The outer side of the circular groove (13) is provided with a cover plate (14), which is fixedly connected to the wheel (1) by bolts.

6. The trolley drive mechanism with demagnetization gliding function as described in claim 5, characterized in that, The trolley drive mechanism also has a wheel frame (3), the wheel frame (3) has a first support plate (31) and a second support plate (32), the bottom of the first support plate (31) is provided with a first bushing (311), and the bottom of the second support plate (32) is provided with a second bushing (321). The drive structure (2) has a bearing (21), which is rotatably mounted on the first bushing (311), and the end of the bearing (21) is fixedly connected to the turntable (12). A support rod (15) is provided on the side of the wheel (1) away from the drive structure (2), and the support rod (15) is rotatably installed in the second bushing (321).

7. The trolley drive mechanism with demagnetization gliding function as described in claim 6, characterized in that, The lower end of the first support plate (31) is a first semi-circular frame (312), and a first mounting plate (313) is provided on the first bushing (311). The first semi-circular frame (312) and the first mounting plate (313) are fixedly connected by bolts. The lower end of the second support plate (32) is a second semi-circular frame (322), and a second mounting plate (323) is provided on the second bushing (321). The second semi-circular frame (322) and the second mounting plate (323) are fixedly connected by bolts.

8. The trolley drive mechanism with demagnetization gliding function as described in claim 6, characterized in that, The drive structure (2) also includes a motor (22), and a fixing plate (23) is provided on the outer wall of the motor (22), and the fixing plate (23) is fixedly connected to the first support plate (31).

9. The trolley drive mechanism with demagnetization gliding function as described in claim 6, characterized in that, There is a gap between the first bushing (311) and the cover plate (14); There is a gap between the second bushing (321) and the wheel (1).

10. The trolley drive mechanism with demagnetization gliding function as described in claim 8, characterized in that, The fixing plate (23) and the first support plate (31) are fixedly connected by bolts.

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