Vehicle omni-directional steering control device, omni-directional steering trolley and vehicle omni-directional steering control method

Abstract

The invention provides a vehicle omni-directional steering control device, an omni-directional steering trolley and a vehicle omni-directional steering control method, and relates to the technical field of vehicle steering control devices.The front wheel steering shaft of the vehicle omni-directional steering control device is vertically and rotationally arranged on a fixing support; the rear wheel steering assembly comprises a rear wheel input shaft and a rear wheel output shaft which are vertically and rotatably arranged on the fixing support, and the rear wheel input shaft is in transmission connection with the rear wheel output shaft. The handlebar can rotate around a vertical axis and a horizontal axis; the transmission resolving mechanism is in transmission connection with the handlebar, the front wheel steering shaft and the rear wheel steering assembly and used for driving the front wheel steering shaft and the rear wheel output shaft to rotate reversely when the handlebar rotates around the vertical axis and driving the front wheel steering shaft and the rear wheel output shaft to rotate in the same direction when the handlebar rotates around the horizontal axis. Therefore, the method has the advantage that the solution of the steering of the front and rear wheels can be realized through single control input and a pure mechanical mode, so that the cooperative control of the steering of the vehicle is realized.

Description

A vehicle omnidirectional steering control device, an omnidirectional steering trolley, and a method for controlling vehicle omnidirectional steering. Technical Field

[0001] This invention relates to the field of vehicle steering control device technology, and in particular to a vehicle omnidirectional steering control device, an omnidirectional steering trolley, and a vehicle omnidirectional steering control method. Background Technology

[0002] As the demand for vehicles operating in confined spaces increases, all-wheel steering vehicles are gradually being adopted. These vehicles typically allow both the front and rear wheels to steer, improving maneuverability and flexibility.

[0003] In existing technologies, to achieve coordinated control of the front and rear wheels through a single control device, multiple steering modes (such as turning mode and crabbing mode) are typically set, and the steering angle relationship between the front and rear wheels is changed by switching between different modes. Since the rotation relationship between the front and rear wheels is different in different modes, electronic control systems or hydraulic systems are usually required to achieve the corresponding control functions.

[0004] However, the above-mentioned solutions usually require the steering device to be straightened when switching modes, and this must be done at low speed or even when the vehicle is stopped, which affects operational efficiency. At the same time, each steering mode is independent of the others, making it difficult to achieve integrated control of turning and crabbing, which reduces the vehicle's maneuverability under complex conditions. In addition, the existing independent control method for the front and rear wheels (where the operator controls two inputs separately) also has the problem of inconvenience in operation.

[0005] Therefore, a vehicle omnidirectional steering control device, omnidirectional steering trolley, and vehicle omnidirectional steering control method that can achieve coordinated control of vehicle steering by solving the front and rear wheel steering through a single control input and using a purely mechanical method is needed to be designed. Summary of the Invention

[0006] The purpose of this invention is to address the deficiencies and shortcomings of the prior art by providing a vehicle omnidirectional steering control device, an omnidirectional steering trolley, and a vehicle omnidirectional steering control method, thereby solving at least one of the aforementioned technical problems. It has the advantage of being able to calculate the steering of the front and rear wheels through a single control input and using a purely mechanical method to achieve coordinated control of vehicle steering.

[0007] To achieve the above objectives, the present invention provides a vehicle omnidirectional steering control device, comprising: a fixed bracket, handlebars, a front wheel steering axle, a rear wheel steering assembly, and a transmission calculation mechanism; the front wheel steering axle is vertically rotatably mounted on the fixed bracket; the rear wheel steering assembly includes a rear wheel input axle and a rear wheel output axle, both of which are vertically rotatably mounted on the fixed bracket, and the rear wheel input axle and the rear wheel output axle are connected by a gear pair, the rear wheel input axle and the front wheel steering axle being coaxially spaced apart; the handlebars are rotatable about a vertical axis and a horizontal axis; the transmission calculation mechanism is respectively connected to the handlebars, the front wheel steering axle and the rear wheel steering assembly, and is used to drive the front wheel steering axle and the rear wheel output axle to rotate in opposite directions when the handlebars rotate about the vertical axis, and to drive the front wheel steering axle and the rear wheel output axle to rotate in the same direction when the handlebars rotate about the horizontal axis.

[0008] Optionally, the transmission calculation mechanism includes: a movable bracket rotatably mounted on the fixed bracket and coaxially mounted with the front wheel steering shaft and the rear wheel input shaft; an input bevel gear mounted on the movable bracket and rotatable about a horizontal axis; a front wheel output bevel gear fixedly mounted on the outer periphery of the front wheel steering shaft, rotatable coaxially with the front wheel steering shaft, and meshing with the input bevel gear; and a rear wheel output bevel gear fixedly mounted on the outer periphery of the rear wheel output shaft, rotatable coaxially with the rear wheel output shaft, and meshing with the input bevel gear; wherein the handlebar is sleeved and fixed on the outer periphery of the cone shank of the input bevel gear.

[0009] Optionally, the input bevel gear has a first fixing hole on the outer periphery of the cone shank; the handlebar includes a sleeve fitted onto the outer periphery of the input bevel gear cone shank, the sleeve having a second fixing hole corresponding to the first fixing hole; it also includes a limiting fixing member that can be inserted into the first fixing hole and the second fixing hole to restrict the rotation of the handlebar relative to the cone shank; the cone shank of the input bevel gear has a foolproof notch corresponding to the first fixing hole at the end away from the cone.

[0010] Optionally, the movable support includes a transverse rotating shaft, and the input bevel gear is rotatably mounted on the transverse rotating shaft; the transmission calculation mechanism further includes a retaining ring, which is disposed at the end of the transverse rotating shaft away from the cone and provides axial limitation for the input bevel gear.

[0011] Optionally, the rear wheel input shaft is a first shoulder screw, the shoulder of which includes a first optical axis segment and a second optical axis segment arranged sequentially from the screw head, the diameter of the second optical axis segment being smaller than the diameter of the first optical axis segment; the rear wheel input shaft is rotatably connected to the fixed bracket through the second optical axis segment, and the rear wheel output bevel gear is fixedly sleeved on the outer circumference of the first optical axis segment; the front wheel steering shaft is a second shoulder screw, the shoulder of which includes a third optical axis segment and a fourth optical axis segment arranged sequentially from the screw head, the diameter of the fourth optical axis segment being smaller than the diameter of the third optical axis segment; the front wheel steering shaft is rotatably connected to the fixed bracket through the fourth optical axis segment, and the front wheel output bevel gear is fixedly sleeved on the outer circumference of the third optical axis segment; the movable bracket is rotatably sleeved on the outer circumference of the first optical axis segment and the outer circumference of the third optical axis segment respectively.

[0012] Optionally, the gear pair includes a driving gear and a driven gear; the driving gear is fixedly sleeved on the outer periphery of the cone shank of the rear wheel output bevel gear, and the driven gear is fixedly disposed on the upper end of the rear wheel output shaft and meshes with the driving gear.

[0013] Optionally, the transmission calculation mechanism includes: a movable bracket, a handlebar, a first linkage assembly, and a second linkage assembly; the movable bracket is rotatably mounted on the fixed bracket and coaxially arranged with the front wheel steering shaft and the rear wheel input shaft; the handlebar is mounted on the movable bracket and can rotate about a horizontal axis, and the handlebar includes a sleeve sleeved on the movable bracket; the first linkage assembly includes a first rod and a second rod; one end of the first rod is hinged to the upper outer periphery of the sleeve; one end of the second rod is hinged to the rear wheel input shaft, and the other end is rotatably connected to the end of the first rod away from the sleeve through a first fisheye bearing; the second linkage assembly includes a third rod and a fourth rod; one end of the third rod is hinged to the lower outer periphery of the sleeve; one end of the fourth rod is hinged to the front wheel steering shaft, and the other end is rotatably connected to the end of the third rod away from the sleeve through a second fisheye bearing.

[0014] Another aspect of the present invention provides an omnidirectional steering vehicle, including a chassis, front wheels, and rear wheels, as well as an omnidirectional steering control device as described above; the fixed bracket is mounted on the chassis; the front wheels are mounted under the chassis and are drivenly connected to the front wheel steering shaft, and their rotation direction is the same as that of the front wheel steering shaft; the rear wheels are mounted under the chassis and are drivenly connected to the rear wheel output shaft, and their rotation direction is the same as that of the rear wheel output shaft.

[0015] Optionally, the front wheel is fixedly connected to the front wheel steering shaft via a first mounting bracket; the rear wheel is connected to a crank-connecting rod mechanism via a second mounting bracket, and the crank-connecting rod mechanism is drivenly connected to the rear wheel output shaft; or, the rear wheel is connected to a flexible steel shaft via a mounting bracket, and the flexible steel shaft is drivenly connected to the rear wheel output shaft.

[0016] Another aspect of the present invention provides a control method for omnidirectional steering of a vehicle, applied to the omnidirectional steering control device described above, comprising the following steps: S1, acquiring the rotation state of the handlebars; S2, when the rotation of the handlebars around the vertical axis is detected, the rotation is calculated by a transmission calculation mechanism as the rotation of the front wheel steering shaft and the opposite rotation of the rear wheel output shaft; S3, when the rotation of the handlebars around the horizontal axis is detected, the rotation is calculated by a transmission calculation mechanism as the rotation of the front wheel steering shaft and the same-direction rotation of the rear wheel output shaft; S4, controlling the vehicle to achieve the corresponding omnidirectional steering movement based on the rotation of the front wheel steering shaft and the rear wheel output shaft.

[0017] Compared with existing technologies, the advantages of this application are as follows: This omnidirectional steering control device for vehicles, by setting a handlebar that can rotate around both a vertical and horizontal axis, and combining it with a transmission calculation mechanism that connects the front wheel steering axle and the rear wheel steering assembly, enables the front and rear wheels to rotate in opposite directions when the handlebar rotates around the vertical axis, and to rotate in the same direction when the handlebar rotates around the horizontal axis. This allows for the integrated control of turning and crabbing through a single control input. Thus, automatic calculation of the steering relationship between the front and rear wheels can be achieved without switching between different steering modes, improving the continuity and flexibility of operation. Simultaneously, the transmission calculation mechanism uses pure mechanical transmission to achieve coordinated control of the front and rear wheel steering, without relying on electronic or hydraulic systems, resulting in a simple structure and low cost. Furthermore, achieving dual-degree-of-freedom input through a single handlebar aligns with human-machine interface intuition, enhancing ease of operation. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0019] Figure 1 is a structural schematic diagram of the omnidirectional steering vehicle according to Embodiment 1 of the present invention; Figure 2 is a structural schematic diagram of the omnidirectional steering vehicle according to Embodiment 1 of the present invention from another perspective; Figure 3 is a partial exploded view of the omnidirectional steering vehicle according to Embodiment 1 of the present invention; Figure 4 is a partial exploded view of the vehicle omnidirectional steering control device according to Embodiment 1 of the present invention; Figure 5 is a structural schematic diagram of the omnidirectional steering vehicle according to Embodiment 2 of the present invention; Figure 6 is a partial exploded view of the vehicle omnidirectional steering control device according to Embodiment 2 of the present invention; Figure 7 is a flowchart of the steps of the vehicle omnidirectional steering control method according to Embodiment 3 of the present invention.

[0020] Explanation of reference numerals in the attached drawings: 1000 - Omnidirectional steering trolley; 100 - Vehicle omnidirectional steering control device; 1 - Fixed bracket; o1 - First axle hole; o2 - Second axle hole; 2 - Handlebar; 21 - Sleeve; o3 - Second fixing hole; 22 - Handle; 3 - Front wheel steering shaft; 31 - Third optical shaft section; 32 - Fourth optical shaft section; 41 - Rear wheel input shaft; 411 - Screw head; 412 - First optical shaft section; 413 - Second optical shaft section; 42 - Rear wheel output shaft; 43 - Gear pair; 431 - Driving gear; 432 - Driven gear; 51 - Movable bracket; 511 - Fork arm; 512 - Lateral pivot; 52 - Input bevel gear; 521 - Conical shank; o4 - First fixing hole; o5 - Anti-foolproof notch; 53 - Front wheel output bevel gear; 54 - Rear wheel output bevel gear; 55 - First connecting rod assembly; 551 - First rod; 552 - Second rod; 553 - First spherical bearing; 56 - Second connecting rod assembly; 561 - Third rod; 562 - Fourth rod; 563 - Second spherical bearing; 6 - Limiting fastener; 7 - Retaining ring; 200 - Front wheel; 210 - First mounting bracket; 300 - Rear wheel; 310 - Second mounting bracket; 321 - First crank; 322 - Third connecting rod; 323 - Rocker arm; 400 - Chassis. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments 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.

[0022] It should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," "outer," "back," "side," and "circumferential" used in this invention to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," etc., are only used to distinguish multiple components or structures with the same or similar structures and do not indicate any special limitation on the arrangement order or connection relationship.

[0023] Referring to Figures 1 to 4, in one aspect of this embodiment, a vehicle omnidirectional steering control device 100 is provided to achieve coordinated control of vehicle turning and crabbing. The vehicle omnidirectional steering control device 100 includes: a fixed bracket 1, a handlebar 2, a front wheel steering axle 3, a rear wheel steering assembly 300, and a transmission calculation mechanism.

[0024] Among them, the fixed bracket 1 is the support base and positioning frame of the vehicle omnidirectional steering control device 100, which is used to fix and support the front wheel steering axle 3, the rear wheel steering assembly, the transmission calculation mechanism and other components.

[0025] The front wheel steering shaft 3 is vertically rotatably mounted on the fixed bracket 1 and is used to drive the front wheel 200 to steer.

[0026] The rear wheel 300 steering assembly, used to drive the rear wheels 300 to steer, includes a rear wheel input shaft 41 and a rear wheel output shaft 42. Both the rear wheel input shaft 41 and the rear wheel output shaft 42 are vertically rotatably mounted on the fixed bracket 1. The rear wheel input shaft 41 and the rear wheel output shaft 42 are connected by a gear pair 43. The rear wheel input shaft 41 is coaxially spaced from the front wheel steering shaft 3.

[0027] Optionally, the fixed bracket 1 has a vertically arranged first shaft hole o1 and a second shaft hole o2 arranged parallel to the first shaft hole o1. The front wheel steering shaft 3 is rotatably disposed at the lower end of the first shaft hole o1, and the rear wheel input shaft 41 is rotatably disposed at the upper end of the first shaft hole o1; thereby maintaining the coaxial spacing relationship between the front wheel steering shaft 3 and the rear wheel input shaft 41. The rear wheel output shaft 42 is rotatably disposed in the second shaft hole o2.

[0028] The handlebars 2 are rotatable about both a vertical and a horizontal axis, thus providing two degrees of freedom for control input. Optionally, the handlebars 2 include a sleeve 21 and two handles 22 disposed on opposite sides of the outer periphery of the sleeve 21. Of course, in other embodiments, the handlebars 2 may also adopt a structure similar to a car steering wheel, and no specific limitation is made here.

[0029] The transmission mechanism is connected to the handlebars 2, the front wheel steering shaft 3, and the rear wheel steering assembly 300. Its principle is based on the reverse application of the differential principle: when the handlebars 2 rotates around the vertical axis, it drives the front wheel steering shaft 3 and the rear wheel output shaft 42 to rotate in opposite directions, thereby making the steering angles of the front wheel 200 and the rear wheel 300 opposite, thus realizing the turning of the vehicle.

[0030] When the handlebars 2 rotate around the horizontal axis, they drive the front wheel steering shaft 3 and the rear wheel output shaft 42 to rotate in the same direction, so that the steering angles of the front wheel 200 and the rear wheel 300 are the same, thereby achieving the crab-like movement of the vehicle.

[0031] This allows the vehicle's omnidirectional steering control device 100 to automatically calculate and coordinate the 300° steering of the front and rear wheels without mode switching. Furthermore, the transmission calculation mechanism uses purely mechanical transmission to achieve coordinated control of the 300° steering of the front and rear wheels, eliminating reliance on electronic or hydraulic systems, resulting in a simple structure and low cost. In addition, dual-degree-of-freedom input is achieved through a single handlebar 2, conforming to human-machine interface and improving ease of operation. This vehicle omnidirectional steering control device 100 is particularly suitable for small or low-load vehicles (such as electric wheelchairs and electric tricycles).

[0032] Optionally, referring to Figure 4, in this embodiment, the transmission calculation mechanism includes: a movable bracket 51, an input bevel gear 52, a front wheel output bevel gear 53, and a rear wheel output bevel gear 54.

[0033] The movable bracket 51 is rotatably mounted on the fixed bracket 1 and coaxially arranged with the front wheel steering axle 3 and the rear wheel input axle 41. Specifically, the movable bracket 51 is generally a fork-shaped structure, including two fork arms 511 and a transverse rotating shaft 512 formed by their convergence. The two fork arms 511 rotate on the front wheel steering axle 3 and the rear wheel input axle 41 respectively, thereby achieving rotatable mounting on the fixed bracket 1 and coaxial arrangement with the front wheel steering axle 3 and the rear wheel input axle 41.

[0034] The input bevel gear 52 is mounted on the movable bracket 51 and can rotate about a horizontal axis. Specifically, the end of the movable bracket 51 away from the fork arm 511 forms the aforementioned transverse rotating shaft 512. The input bevel gear 52 is rotatably mounted on the transverse rotating shaft 512.

[0035] The front wheel output bevel gear 53 is fixedly mounted on the outer periphery of the front wheel steering shaft 3, rotates coaxially with the front wheel steering shaft 3, and meshes with the input bevel gear 52 for transmission.

[0036] The rear wheel output bevel gear 54 is fixedly mounted on the outer circumference of the rear wheel output shaft 42, rotates coaxially with the rear wheel output shaft 42, and meshes with the input bevel gear 52 for transmission.

[0037] The handlebar 2 is rotated around the outer periphery of the cone shank 521 of the input bevel gear 52.

[0038] Thus, when the handlebars 2 rotate around the horizontal axis, they drive the input bevel gear 52 to rotate around the transverse shaft 512, thereby driving the front wheel output bevel gear 53 and the rear wheel output bevel gear 54 to rotate in opposite directions, which in turn causes the front wheel steering shaft 3 and the rear wheel output shaft 42 to rotate in the same direction; when the handlebars 2 rotate around the vertical axis, they drive the input bevel gear to rotate around the movable bracket 51, thereby driving the front wheel output bevel gear 53 and the rear wheel output bevel gear 54 to rotate in the same direction, which in turn causes the front wheel steering shaft 3 and the rear wheel output shaft 42 to rotate in opposite directions; thus achieving the integrated control of turning and crabbing.

[0039] Optionally, referring to Figure 4, in this embodiment, the outer periphery of the cone shank 521 of the input bevel gear 52 has a first fixing hole o4. The sleeve 21 of the handlebar 2 is fitted onto the outer periphery of the cone shank 521 of the input bevel gear 52. The sleeve 21 has a second fixing hole o3 corresponding to the first fixing hole o4. The vehicle omnidirectional steering control device 100 also includes a limiting fixing member 6 that can be inserted into the first fixing hole o4 and the second fixing hole o3 to limit the rotation of the handlebar 2 relative to the cone shank 521. Specifically, the limiting fixing member 6 can be a screw, and the first fixing hole o4 and the second fixing hole o3 are threaded holes. To facilitate installation, the cone shank 521 of the input bevel gear 52 has a foolproof notch o5 corresponding to the first fixing hole o4 at the end away from the cone.

[0040] Further, referring to Figure 4, in this embodiment, the transmission calculation mechanism also includes a retaining ring 7, which is disposed at the end of the transverse rotating shaft 512 away from the cone and forms an axial limit on the input bevel gear 52.

[0041] Optionally, in this embodiment, the vehicle omnidirectional steering control device 100 further includes a locking switch (not shown in the figure). The locking switch (e.g., a locking pin) is installed between the input bevel gear 52 and the lateral pivot 512 of the movable bracket 51, and is used to lock or unlock the rotation between the handlebar 2 and the lateral pivot 512. When the locking switch is in the locked state, when the handlebar 2 rotates about the vertical axis, the locking mechanism restricts the handlebar 2 from rotating about the horizontal axis, thereby allowing only the operation input in the vertical axis direction. When the locking switch is in the unlocked state, the handlebar 2 can rotate about both the vertical and horizontal axes simultaneously, realizing dual-degree-of-freedom input for steering of the front and rear wheels 300°.

[0042] Optionally, referring to Figure 4, in this embodiment, the rear wheel input shaft 41 is a first shoulder screw, whose shoulder includes a first optical shaft segment 412 and a second optical shaft segment 413 arranged sequentially from the screw head 411, wherein the diameter of the second optical shaft segment 413 is smaller than the diameter of the first optical shaft segment 412.

[0043] The rear wheel input shaft 41 is rotatably connected to the fixed bracket 1 via the second optical shaft section 413, enabling the rear wheel input shaft 41 to rotate stably. The rear wheel output bevel gear 54 is fixedly sleeved on the outer circumference of the first optical shaft section 412, thereby driving the rear wheel input shaft 41 to rotate coaxially.

[0044] The front wheel steering shaft 3 is a second shoulder screw, and its shoulder includes a third optical shaft section 31 and a fourth optical shaft section 32 arranged sequentially from the screw head 411, wherein the diameter of the fourth optical shaft section 32 is smaller than the diameter of the third optical shaft section 31.

[0045] The front wheel steering shaft 3 is rotatably connected to the fixed bracket 1 via the fourth optical shaft section 32, ensuring that the front wheel steering shaft 3 can rotate freely around the fixed bracket 1. The front wheel output bevel gear 53 is fixedly sleeved on the outer circumference of the third optical shaft section 31, thereby driving the front wheel steering shaft 3 to rotate coaxially.

[0046] The movable bracket 51 is rotatably sleeved on the outer periphery of the first optical axis segment 412 and the outer periphery of the third optical axis segment 31, respectively. That is, the two forks 511 of the movable bracket 51 are rotatably sleeved on the outer periphery of the first optical axis segment 412 and the outer periphery of the third optical axis segment 31, respectively, so that they can rotate around the front wheel steering shaft 3 and the rear wheel input shaft 41.

[0047] Optionally, referring to Figure 4, in this embodiment, the gear pair 43 includes a driving gear 431 and a driven gear 432.

[0048] The driving gear 431 is fixedly sleeved on the outer circumference of the cone shank of the rear wheel output bevel gear 54, and the driven gear 432 is fixedly mounted on the upper end of the rear wheel output shaft 42 and meshes with the driving gear 431. This transmits the rotational motion of the rear wheel input shaft 41 to the rear wheel output shaft 42, while simultaneously adjusting the direction of rotation.

[0049] Referring to Figures 1 to 4, another aspect of this embodiment of the invention provides an omnidirectional steering vehicle 1000, which can specifically be an electric wheelchair, an electric tricycle, etc. The omnidirectional steering vehicle 1000 includes a chassis 400, front wheels 200 and rear wheels 300, as well as the vehicle omnidirectional steering control device 100 as described above.

[0050] The fixed bracket 1 is mounted on the chassis 400. The front wheel 200 is mounted under the chassis 400 and is drivenly connected to the front wheel steering shaft 3, with its rotation direction being the same as that of the front wheel steering shaft 3. The rear wheel 300 is mounted under the chassis 400 and is drivenly connected to the rear wheel output shaft 42, with its rotation direction being the same as that of the rear wheel output shaft 42.

[0051] Since the omnidirectional steering trolley 1000 has all the structures and connections of the vehicle omnidirectional steering control device 100, it has all the advantages of the vehicle omnidirectional steering control device 100, which will not be elaborated here.

[0052] Optionally, referring to Figures 1 and 3, in this embodiment, the front wheel 200 is fixedly connected to the front wheel steering shaft 3 via the first mounting bracket 210, thereby enabling it to rotate with the rotation of the front wheel steering shaft 3.

[0053] The rear wheel 300 is connected to the crank-connecting rod mechanism via the second mounting bracket 310, and the crank-connecting rod mechanism is connected to the rear wheel output shaft 42 for transmission; thereby achieving that the rear wheel 300 and the rear wheel output shaft 42 rotate in the same direction. Specifically, the crank-connecting rod mechanism includes a first crank 321 hinged to the rear wheel output shaft 42, a rocker arm 323 hinged to the rear wheel 300 mounting bracket, and a third connecting rod 322 with its two ends hinged to the first crank 321 and the rocker arm 323 respectively.

[0054] Of course, in other embodiments, the crank-connecting rod mechanism can be replaced by a flexible wire shaft (not shown in the figure) to transmit torque. Specifically, the rear wheel 300 is connected to the flexible wire shaft via a mounting bracket, and the flexible wire shaft is drive-connected to the rear wheel output shaft 42. This can achieve the same technical effect, and no specific limitation is made here.

[0055] Please refer to Figures 5 and 6 for Embodiment 2. This embodiment is basically the same as Embodiment 1, except for the specific structure of the transmission calculation mechanism. In this embodiment, the transmission calculation mechanism includes: a movable bracket 51, a handlebar 2, a first link assembly 55, and a second link assembly 56.

[0056] The movable bracket 51 is rotatably mounted on the fixed bracket 1 and coaxially arranged with the front wheel steering axle 3 and the rear wheel input axle 41. Specifically, the movable bracket 51 is generally a fork-shaped structure, including two fork arms 511 and a transverse rotating shaft 512 formed by their convergence. The two fork arms 511 rotate on the front wheel steering axle 3 and the rear wheel input axle 41 respectively, thereby achieving rotatable mounting on the fixed bracket 1 and coaxial arrangement with the front wheel steering axle 3 and the rear wheel input axle 41.

[0057] The handlebar 2 is mounted on the movable bracket 51 and can rotate about a horizontal axis. The handlebar 2 includes a sleeve 21 sleeved on the movable bracket 51. Specifically, the sleeve 21 of the handlebar 2 is rotatably sleeved on the transverse pivot 512 of the fixed bracket 1, so that the handlebar 2 can rotate about a horizontal axis.

[0058] The first linkage assembly 55 includes a first link 551 and a second link 552. One end of the first link 551 is hinged to the upper outer periphery of the sleeve 21. One end of the second link 552 is hinged to the rear wheel input shaft 41, and the other end is rotatably connected to the end of the first link 551 away from the sleeve 21 via a first fisheye bearing 553.

[0059] The second linkage assembly 56 includes a third link 561 and a fourth link 562. One end of the third link 561 is hinged to the lower outer periphery of the sleeve 21. One end of the fourth link 562 is hinged to the front wheel steering axle 3, and the other end is rotatably connected to the end of the third link 561 away from the sleeve 21 via a second spherical bearing 563.

[0060] When the handlebars 2 rotate around the horizontal axis, the first link assembly 55 and the second link assembly 56 respectively pull the rear wheel input shaft 41 and the front wheel steering shaft 3 to rotate in opposite directions. Through the gear pair 43, the front wheel steering shaft 3 and the rear wheel output shaft 42 rotate in the same direction, thereby realizing the synchronous steering of the front and rear wheels 300 of the vehicle.

[0061] When the handlebars 2 rotate around the vertical axis, the first link assembly 55 and the second link assembly 56 respectively pull the rear wheel input shaft 41 and the front wheel steering shaft 3 to rotate in the same direction. Through the gear pair 43, the front wheel steering shaft 3 and the rear wheel output shaft 42 rotate in opposite directions, thereby realizing the opposite rotation of the front and rear wheels 300 of the vehicle.

[0062] Example 3 Please refer to Figures 1 to 7. Another aspect of the present invention provides a vehicle omnidirectional steering control method, applied to the above-mentioned vehicle omnidirectional steering control device, including the following steps: S1, obtaining the rotation state of the handlebars.

[0063] Specifically, it detects two degrees of freedom of the handlebars: rotation angle around the vertical axis, corresponding to the control input for turning; and rotation angle around the horizontal axis, corresponding to the control input for crabbing (lateral movement). These two degrees of freedom inputs can be acquired in real time using angle sensors.

[0064] S2. When the rotation of the handlebars around the vertical axis is detected, the rotation is calculated by the transmission calculation mechanism into the rotation of the front wheel steering shaft and the reverse rotation of the rear wheel output shaft.

[0065] Specifically, the vertical rotation input of the handlebars is distributed to the front and rear wheels through a linkage mechanism or bevel gear mechanism, causing the front and rear wheels to rotate in opposite directions, so that the steering angles of the front and rear wheels are opposite, thereby enabling the vehicle to turn.

[0066] S3. When the rotation of the handlebars around the horizontal axis is detected, the rotation is calculated by the transmission calculation mechanism into the rotation of the front wheel steering shaft and the same direction rotation of the rear wheel output shaft.

[0067] Specifically, the horizontal rotation input of the handlebars is distributed to the front and rear wheels through a linkage mechanism or bevel gear mechanism, so that the front and rear wheels rotate in the same direction, thereby realizing the lateral movement or crabbing function of the vehicle.

[0068] S4. Control the vehicle to achieve the corresponding omnidirectional steering movement based on the rotation of the front wheel steering shaft and the rear wheel output shaft.

[0069] Specifically, based on the rotation of the front wheel steering shaft and the rear wheel output shaft, the front and rear wheels are driven to produce corresponding changes in steering angle, thereby controlling the vehicle to achieve corresponding omnidirectional steering movements, including turning movements, crab movements, or a combination of both.

[0070] Since this vehicle omnidirectional steering control method possesses all the structures and connections of a vehicle omnidirectional steering control device, it has all the advantages of a vehicle omnidirectional steering control device, which will not be elaborated here.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the substance of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle omnidirectional steering control device, characterized in that, include: The vehicle comprises a fixed bracket (1), handlebars (2), a front wheel steering shaft (3), a rear wheel steering assembly, and a transmission mechanism; the front wheel steering shaft (3) is vertically rotatably mounted on the fixed bracket (1); the rear wheel steering assembly includes a rear wheel input shaft (41) and a rear wheel output shaft (42), both of which are vertically rotatably mounted on the fixed bracket (1), and the rear wheel input shaft (41) and the rear wheel output shaft (42) are connected by a gear pair (43), and the rear wheel input shaft (41) is connected to the front wheel steering assembly. The wheel steering shaft (3) is coaxially spaced; the handlebar (2) can rotate around the vertical axis and the horizontal axis; the transmission calculation mechanism is respectively connected to the handlebar (2), the front wheel steering shaft (3) and the rear wheel steering assembly, and is used to drive the front wheel steering shaft (3) to rotate in the opposite direction to the rear wheel output shaft (42) when the handlebar (2) rotates around the vertical axis, and to drive the front wheel steering shaft (3) to rotate in the same direction as the rear wheel output shaft (42) when the handlebar (2) rotates around the horizontal axis.

2. The vehicle omnidirectional steering control device as described in claim 1, characterized in that, The transmission calculation mechanism includes: a movable bracket (51) rotatably mounted on the fixed bracket (1) and coaxially mounted with the front wheel steering shaft (3) and the rear wheel input shaft (41); an input bevel gear (52) mounted on the movable bracket (51) and rotatable about a horizontal axis; a front wheel output bevel gear (53) fixedly mounted on the outer periphery of the front wheel steering shaft (3), coaxially rotating with the front wheel steering shaft (3), and meshing with the input bevel gear (52); and a rear wheel output bevel gear (54) fixedly mounted on the outer periphery of the rear wheel output shaft (42), coaxially rotating with the rear wheel output shaft (42), and meshing with the input bevel gear (52); wherein the handlebar (2) is sleeved and fixed on the outer periphery of the cone shank (521) of the input bevel gear (52).

3. The vehicle omnidirectional steering control device as described in claim 2, characterized in that, The input bevel gear (52) has a first fixing hole (o4) on the outer periphery of the cone shank (521); the handlebar (2) includes a sleeve (21) sleeved on the outer periphery of the cone shank (521) of the input bevel gear (52), the sleeve (21) having a second fixing hole (o3) corresponding to the first fixing hole (o4); it also includes a limiting fixing member (6) that can be inserted into the first fixing hole (o4) and the second fixing hole (o3) to limit the rotation of the handlebar (2) relative to the cone shank (521); the cone shank (521) of the input bevel gear (52) has a foolproof notch (o5) corresponding to the first fixing hole (o4) at the end away from the cone.

4. The vehicle omnidirectional steering control device as described in claim 3, characterized in that, The movable support (51) includes a transverse rotating shaft (512), and the input bevel gear (52) is rotatably mounted on the transverse rotating shaft (512); the transmission calculation mechanism also includes a retaining ring (7), which is located at the end of the transverse rotating shaft (512) away from the cone and forms an axial limit on the input bevel gear (52).

5. The vehicle omnidirectional steering control device as described in claim 2, characterized in that, The rear wheel input shaft (41) is a first shoulder screw, the shoulder of which includes a first optical shaft section (412) and a second optical shaft section (413) arranged sequentially from the screw head (411). The diameter of the second optical shaft section (413) is smaller than the diameter of the first optical shaft section (412). The rear wheel input shaft (41) is rotatably connected to the fixed bracket (1) through the second optical shaft section (413). The rear wheel output bevel gear (54) is fixedly sleeved on the outer circumference of the first optical shaft section (412). The front wheel steering shaft (3) is a second shoulder screw, its... The shoulder includes a third optical axis segment (31) and a fourth optical axis segment (32) arranged sequentially from the screw head (411). The diameter of the fourth optical axis segment (32) is smaller than the diameter of the third optical axis segment (31). The front wheel steering shaft (3) is rotatably connected to the fixed bracket (1) through the fourth optical axis segment (32). The front wheel output bevel gear (53) is fixedly sleeved on the outer circumference of the third optical axis segment (31). The movable bracket (51) is rotatably sleeved on the outer circumference of the first optical axis segment (412) and the outer circumference of the third optical axis segment (31).

6. The vehicle omnidirectional steering control device as described in claim 5, characterized in that, The gear pair (43) includes a driving gear (431) and a driven gear (432); the driving gear (431) is fixedly sleeved on the outer periphery of the cone shank of the rear wheel output bevel gear (54), and the driven gear (432) is fixedly disposed on the upper end of the rear wheel output shaft (42) and meshes with the driving gear (431).

7. The vehicle omnidirectional steering control device as described in claim 1, characterized in that, The transmission mechanism includes: a movable bracket (51), a handlebar (2), a first linkage assembly (55), and a second linkage assembly (56); the movable bracket (51) is rotatably mounted on the fixed bracket (1) and is coaxially mounted with the front wheel steering shaft (3) and the rear wheel input shaft (41); the handlebar (2) is mounted on the movable bracket (51) and can rotate around a horizontal axis, and the handlebar (2) includes a sleeve (21) sleeved on the movable bracket (51); the first linkage assembly (55) includes a first rod (551) and a second rod (552); one end of the first rod (551) is connected to the sleeve. (21) The upper end of the outer periphery is hinged; one end of the second rod (552) is hinged to the rear wheel input shaft (41), and the other end is rotatably connected to the end of the first rod (551) away from the sleeve (21) through the first fisheye bearing (553); the second connecting rod assembly (56) includes a third rod (561) and a fourth rod (562); one end of the third rod (561) is hinged to the lower end of the outer periphery of the sleeve (21); one end of the fourth rod (562) is hinged to the front wheel steering shaft (3), and the other end is rotatably connected to the end of the third rod (561) away from the sleeve (21) through the second fisheye bearing (563).

8. An omnidirectional steering trolley, characterized in that, The system includes a chassis (400), front wheels (200) and rear wheels (300), and a vehicle omnidirectional steering control device as described in any one of claims 1-7; the fixed bracket (1) is mounted on the chassis (400); the front wheels (200) are mounted under the chassis (400) and are drivenly connected to the front wheel steering shaft (3), and their rotation direction is the same as that of the front wheel steering shaft (3); the rear wheels (300) are mounted under the chassis (400) and are drivenly connected to the rear wheel output shaft (42), and their rotation direction is the same as that of the rear wheel output shaft (42).

9. The omnidirectional steering trolley as described in claim 8, characterized in that, The front wheel (200) is fixedly connected to the front wheel steering shaft (3) via a first mounting bracket (210); the rear wheel (300) is connected to a crank-connecting rod mechanism via a second mounting bracket (310), and the crank-connecting rod mechanism is drivenly connected to the rear wheel output shaft (42); or, the rear wheel (300) is connected to a flexible steel wire shaft via a mounting bracket, and the flexible steel wire shaft is drivenly connected to the rear wheel output shaft (42).

10. A method for controlling omnidirectional steering of a vehicle, characterized in that, An omnidirectional steering control device for a vehicle as described in any one of claims 1-7 includes the following steps: S1, acquiring the rotation state of the handlebars; S2, when the rotation of the handlebars around a vertical axis is detected, calculating the rotation as the rotation of the front wheel steering shaft and the opposite rotation of the rear wheel output shaft through a transmission calculation mechanism; S3, when the rotation of the handlebars around a horizontal axis is detected, calculating the rotation as the rotation of the front wheel steering shaft and the same-direction rotation of the rear wheel output shaft through a transmission calculation mechanism; S4, based on the front wheel steering shaft...

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