Independent suspension Mecanum wheel damping and buffering structure

Abstract

The utility model relates to the technical field of wheels, in particular to an independent suspension Mecanum wheel damping and buffering structure which comprises a vehicle body base, motors and wheels are arranged below the vehicle body base, each motor is correspondingly connected with one wheel, and a damping and buffering device is connected between each wheel and the vehicle body base. The damping and buffering device enables the wheels to have elastic displacement in the vertical direction; a universal shaft assembly is connected between the motor and the wheel and can stretch out and draw back in the length direction. In the application, the universal shaft assembly enables the connection between the wheel and the motor to be flexible and movable, so that the adverse effect of the torque generated when the wheel bears the load on the rotating shaft of the motor is reduced, and the cargo carrying capacity is improved. When the wheels move up and down under the action of the damping and buffering device due to the uneven road surface, the universal shaft assembly can stretch out and draw back, the requirement for the elastic stretching amplitude of the damping and buffering device is met, the wheels can be tightly attached to the ground, and it is guaranteed that the moving trolley can move in all directions on the uneven ground.

Description

Technical Field

[0001] The utility model relates to the technical field of wheels, in particular to an independent suspension Mecanum wheel shock absorbing and buffering structure. Background Art

[0002] With the rapid development of electronic communication and electromechanical control technologies, people have begun and are constantly trying to introduce high-efficiency tools such as smart cars or robots into various fields of our industry. Now, there are quite a lot of mobile mechanisms developed as mobile cars. As far as ground movement is concerned, there are many forms of mobile mechanisms, such as wheel type, crawler type, leg and foot type, trunk type, etc., to meet the requirements of various working environments. Wheel type mobile mechanisms are particularly prominent and have gradually become one of the important components of mobile cars.

[0003] Among them, the Mecanum wheel is an omnidirectional wheel that can move in all directions, also known as the Mecanum wheel for short. It is not restricted by the movement space and can be used in many fields such as life, logistics, industry and robotics, and has broad application prospects.

[0004] The Mecanum wheels move in a straight line and will not turn. The Mecanum wheels generate motion vectors through the simultaneous rotation of four Mecanum wheels in different directions, which enables the car to move forward and backward, move left and right, and rotate in place. Therefore, to achieve omnidirectional movement of the car, the ground must be flat. Only when the four wheels touch the ground at the same time can the four Mecanum wheels generate the same rotational torque, which acts on the car together to achieve omnidirectional movement. If the ground is slightly uneven or the four wheels are installed at different heights, one wheel will be suspended or slip. At this time, the torques generated by the four wheels on the car are different, which will affect the movement trajectory of the car and make omnidirectional movement impossible. Utility Model Content

[0005] In order to solve the technical problem that when a mobile vehicle moves on an uneven ground, four Mecanum wheels have different heights, resulting in failure to achieve omnidirectional movement, the utility model provides an independent suspension Mecanum wheel shock-absorbing and buffering structure.

[0006] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0007] An independent suspension Mecanum wheel shock-absorbing and buffering structure comprises a vehicle body base, a motor and a wheel are arranged below the vehicle body base, each motor is connected to a wheel correspondingly, a shock-absorbing and buffering device is connected between each wheel and the vehicle body base, and the shock-absorbing and buffering device enables the wheel to have elastic displacement in the vertical direction; a universal shaft assembly is connected between the motor and the wheel, the universal shaft assembly comprises a motor end joint, one end of the motor end joint is connected to the motor shaft of the motor, the other end of the motor end joint is connected to one end of a sleeve through a first universal joint, a connecting shaft is slidably installed inside the other end of the sleeve, the cross section of the connecting shaft is rectangular, the connecting shaft can slide along the axial direction of the sleeve, one end of the connecting shaft away from the first universal joint extends out of the sleeve and is connected to one end of the connecting joint, the other end of the connecting joint is connected to one end of the wheel end joint through a second universal joint, and the other end of the wheel end joint is connected to the wheel shaft of the wheel.

[0008] With the above structural solution, the rotation of the motor shaft drives the rotation of the universal joint assembly, and the universal joint assembly drives the rotation of the wheel shaft, which in turn drives the rotation of the wheel. The universal joint assembly allows the connection between the wheel and the motor to be flexible, reducing the adverse effects of the torque generated by the wheel when bearing weight on the motor shaft. When the universal joint assembly rotates, the connecting shaft with a rectangular cross-section can cooperate with the sleeve to generate a rotational torque, driving the connecting joint to rotate. When the uneven road surface causes one or several wheels to move up and down under the action of the shock-absorbing and buffering device, the connecting shaft can also slide and retract in the sleeve to meet the requirements of the elastic extension range of the shock-absorbing and buffering device. The length of the connecting shaft extension can meet the maximum elastic movement of the wheel up and down, so that the wheel can be close to the ground, ensuring that the mobile car can move in all directions even on uneven ground.

[0009] As a preferred implementation method of an independently suspended Mecanum wheel shock absorbing and buffering structure, the first universal joint and the second universal joint are both cross-axis rigid universal joints. The rotation of the motor shaft drives the universal shaft assembly to rotate, and the universal shaft assembly drives the wheel shaft to rotate, and then drives the wheel to rotate. The universal shaft assembly allows the connection between the wheel and the motor to move flexibly, reducing the adverse effects of the torque generated by the wheel when bearing weight on the motor shaft. When the universal shaft assembly rotates, the connecting shaft with a rectangular cross-section can cooperate with the sleeve to generate a rotational torque, driving the connecting joint to rotate. When the uneven road surface causes one or several wheels to move up and down under the action of the shock absorbing and buffering device, the connecting shaft can also telescope and slide in the sleeve to meet the requirements of the elastic telescopic range of the shock absorbing and buffering device. The telescopic length of the connecting shaft can meet the maximum range of elastic movement of the wheel up and down, so that the wheel can be close to the ground, ensuring that the mobile car can move in all directions on uneven ground.

[0010] By adopting the above structural solution, the cross-axis rigid universal joint has a simple structure, reliable operation, and allows a larger angle between the two connected axes.

[0011] As a preferred implementation of an independently suspended Mecanum wheel shock-absorbing and buffering structure, the connecting shaft and the connecting joint are connected by a pin, and the pin is arranged perpendicular to the connecting shaft.

[0012] By adopting the above structural scheme, the connection is reliable and the assembly is convenient.

[0013] As a preferred implementation of an independently suspended Mecanum wheel shock-absorbing and buffering structure, the cross-section of the connecting shaft is square.

[0014] With the above structural scheme, the cross-section of the connecting shaft is rectangular, so that the connecting shaft can generate a rotational torque when the sleeve rotates, thereby driving the connecting joint to rotate. The cross-section of the connecting shaft is further set to a square, so that the force on the connecting shaft is uniform and the rotation is more balanced.

[0015] As a preferred implementation method of an independently suspended Mecanum wheel shock-absorbing and buffering structure, a limiting portion with a reduced internal size is provided inside the sleeve, and an outwardly protruding abutting portion is provided outside one end of the connecting shaft located inside the sleeve, and the abutting portion can abut against a side of the limiting portion away from the connecting joint.

[0016] The above structural solution is adopted to prevent the connecting shaft from falling out of the sleeve.

[0017] As a preferred implementation method of an independently suspended Mecanum wheel shock-absorbing and buffering structure, it also includes a support frame, a wheel shaft is rotatably mounted on the support frame, each wheel shaft corresponds to a support frame, a shock-absorbing and buffering device is installed on the top of the support frame, and the shock-absorbing and buffering device includes an inner shell, one end of the inner shell is connected to the top of the support frame, and the other end is slidably mounted inside the outer shell, a spring is arranged inside the outer shell, one end of the spring is connected to the inner wall of the outer shell, and the other end of the spring is connected to the end of the inner shell.

[0018] With the above structural solution, the support frame is used to connect the wheel and the shock-absorbing and buffering device. When the wheel passes over uneven ground and bumps up and down, the inner shell can slide relative to the outer shell in the vertical direction, and under the action of the spring, shock absorption and buffering in the vertical direction are achieved.

[0019] As a preferred implementation method of an independently suspended Mecanum wheel shock-absorbing and buffering structure, the internal thread of the inner shell is connected to a screw rod, which extends from the end of the outer shell away from the support frame. The cross-section of the end of the screw rod extending out of the outer shell is square, and the opening of the end of the outer shell away from the support frame is square.

[0020] By adopting the above structural solution, the height of the wheel can be adjusted by adjusting the extension and contraction of the screw rod.

[0021] As a preferred implementation method of an independent suspension Mecanum wheel shock absorbing and buffering structure, a support frame includes a first baffle, the first baffle is located above the wheel, and the first baffle is respectively connected to a second baffle and a third baffle that are oppositely arranged on both sides of the first baffle along the axial direction of the wheel, the wheel is located between the second baffle and the third baffle, one end of the wheel shaft is rotatably connected to the second baffle, the other end of the wheel shaft is rotatably connected to the third baffle and extends out of the third baffle, and one end of the wheel shaft extending out of the third baffle is connected to one end of the wheel end joint away from the connecting joint.

[0022] By adopting the above structural solution, the support frame can realize the connection between the shock absorbing and buffering device and the wheel without affecting the rotation of the wheel.

[0023] As a preferred implementation of an independently suspended Mecanum wheel shock-absorbing and buffering structure, one end of the inner shell is connected to the top of the first baffle.

[0024] As a preferred implementation of an independently suspended Mecanum wheel shock-absorbing and buffering structure, one end of the inner shell connected to the support frame passes through the vehicle body base, and the bottom end of the outer shell is installed on the top of the vehicle body base.

[0025] With the above structural solution, the outer shell is fixed to the vehicle body base, and the support frame is fixed to the inner shell. When the wheel passes over uneven ground and bumps up and down, the inner shell can slide relative to the outer shell in the vertical direction.

[0026] The beneficial effects of the utility model include:

[0027] The rotation of the motor shaft drives the universal joint assembly to rotate, and the universal joint assembly drives the wheel shaft to rotate, which in turn drives the wheel to rotate. The universal joint assembly allows the connection between the wheel and the motor to move flexibly, reducing the adverse effects of the torque generated by the wheel when bearing weight on the motor shaft. When the universal joint assembly rotates, the connecting shaft can cooperate with the sleeve to generate a rotational torque, driving the connecting joint to rotate. When the uneven road surface causes one or several wheels to move up and down under the action of the shock-absorbing and buffering device, the connecting shaft can also telescope and slide in the sleeve to meet the requirements of the elastic telescopic range of the shock-absorbing and buffering device. The telescopic length of the connecting shaft can meet the maximum range of the elastic movement of the wheel up and down, so that the wheel can be close to the ground, ensuring that the mobile car can move in all directions even on uneven ground. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solution of the utility model, the drawings required for use in the description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1It is a schematic diagram of the side structure of an independent suspension Mecanum wheel shock absorbing and buffering structure in a specific implementation manner of the utility model.

[0030] Figure 2 It is a side structural schematic diagram of the cardan shaft assembly in a specific implementation manner of the utility model;

[0031] Figure 3 It is a schematic diagram of a half-section structure of a cardan shaft assembly in a specific implementation manner of the utility model;

[0032] Figure 4 It is a schematic diagram of the assembly structure of the wheel and the cardan shaft assembly in a specific implementation manner of the utility model;

[0033] Figure 5 It is a schematic diagram of the side structure of the shock absorbing and buffering device in a specific implementation manner of the utility model;

[0034] Figure 6 It is a schematic diagram of the half-section structure of the shock-absorbing and buffering device in a specific implementation manner of the utility model.

[0035] List of parts and reference numerals:

[0036] 1. Vehicle body base; 2. Motor; 21. Motor shaft; 3. Wheel; 31. Wheel shaft; 4. Universal joint assembly; 41. Motor end joint; 42. First universal joint; 43. Sleeve; 431. Limiting part; 44. Connecting shaft; 441. Abutting part; 45. Pin; 46. Connecting joint; 47. Second universal joint; 48. Wheel end joint; 5. Shock-absorbing and buffering device; 51. Inner shell; 52. Outer shell; 53. Spring; 54. Screw; 6. Support frame; 61. First baffle; 62. Second baffle; 63. Third baffle. DETAILED DESCRIPTION

[0037] In order to make the purpose, features and advantages of the utility model more obvious and easy to understand, the technical scheme in the utility model will be clearly and completely described below in conjunction with the drawings in the specific embodiments. Obviously, the embodiments described below are only part of the embodiments of the utility model, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0038] Reference Figure 1-Figure 6The present embodiment provides an independent suspension Mecanum wheel shock absorbing and buffering structure, including a vehicle body base 1, four motors 2 and four wheels 3 are arranged below the vehicle body base 1, the motor 2 includes a motor shaft 21, the wheel 3 includes a wheel shaft 31, the wheels 3 are all Mecanum wheels, the motors 2 and the wheels 3 are connected one by one, and the motors 2 and the wheels 3 are connected through a universal shaft assembly 4. The universal joint assembly 4 includes a motor end joint 41, one end of which is connected to the motor shaft 21 of the motor 2, and the other end of the motor end joint 41 is connected to one end of the sleeve 43 through a first universal joint 42, and the first universal joint 42 is a cross-axis rigid universal joint; a connecting shaft 44 is slidably installed inside the other end of the sleeve 43, and the cross-section of the connecting shaft 44 is rectangular. The connecting shaft 44 can slide along the axial direction of the sleeve 43, and the end of the connecting shaft 44 away from the first universal joint 42 extends out of the sleeve 43 and is connected to one end of the connecting joint 46, and the connecting shaft 44 and the connecting joint 46 are connected by a pin 45, and the pin 45 is vertically arranged to the connecting shaft 44; the other end of the connecting joint 46 is connected to one end of the wheel end joint 48 through a second universal joint 47, and the second universal joint 47 is a cross-axis rigid universal joint; the other end of the wheel end joint 48 is connected to the wheel shaft 31 of the wheel 3. In order to prevent the connecting shaft 44 from slipping out of the sleeve 43, a limiting portion 431 with a reduced internal size is provided inside the sleeve 43, and an outwardly protruding abutment portion 441 is provided outside one end of the connecting shaft 44 located inside the sleeve 43. The abutment portion 441 can abut against the side of the limiting portion 431 away from the connecting joint 46.

[0039] Four motors 2 are installed in the middle of the bottom of the vehicle body base 1, and four shock absorbing and buffering devices 5 are installed on the top of the vehicle body base 1. The shock absorbing and buffering devices 5 correspond to the wheels 3 one by one, and the shock absorbing and buffering devices 5 are located above the corresponding wheels 3. The shock absorbing and buffering devices 5 include an inner shell 51, the bottom end of the inner shell 51 passes through the vehicle body base 1, the top end of the inner shell 51 is slidably installed inside the outer shell 52, the bottom end of the outer shell 52 is installed on the top of the vehicle body base 1, and a spring 53 is arranged inside the outer shell 52, one end of the spring 53 is connected to the inner wall of the outer shell 52, and the other end of the spring 53 is connected to the end of the inner shell 51. The inner thread of the inner shell 51 is connected with a screw rod 54, the screw rod 54 passes through the middle of the spring 53, the screw rod 54 extends from the opening at the top end of the outer shell 52, and the top end of the screw rod 54 extends out of the outer shell 52, the cross section of the part of the screw rod 54 extending out of the outer shell 52 is square, and the opening at the top end of the outer shell 52 is a square hole. By adjusting the telescopic length of the screw rod 54, the height of the corresponding wheel 3 can be adjusted.

[0040] The bottom end of the inner shell 51 passes through the vehicle body base 1 and is connected to the top of the support frame 6. The support frame 6 includes a first baffle 61, which is horizontally arranged and located above the wheel 3. The bottom end of the inner shell 51 is connected to the top of the first baffle 61. The first baffle 61 is respectively connected to the second baffle 62 and the third baffle 63 which are arranged oppositely on both sides of the axial direction of the wheel 3. The first baffle 61, the second baffle 62 and the third baffle 63 are fixedly connected by screws. The wheel 3 is located between the second baffle 62 and the third baffle 63. The distances between the wheel 3 and the second baffle 62 and the third baffle 63 are equal. One end of the wheel shaft 31 is rotatably connected to the second baffle 62 through a bearing. The wheel shaft 31 passes through both ends of the wheel 3. The other end of the wheel shaft 31 is rotatably connected to the third baffle 63 through a bearing and extends out of the third baffle 63. One end of the wheel shaft 31 extending out of the third baffle 63 is fixedly connected to the wheel end joint 48 of the corresponding universal shaft assembly 4 through screws.

[0041] The working principle of this embodiment is:

[0042] The motor shaft 21 rotates, driving the universal joint assembly 4 to rotate, and the universal joint assembly 4 drives the wheel shaft 31 to rotate, thereby driving the wheel 3 to rotate. The universal joint assembly 4 allows the connection between the wheel 3 and the motor 2 to be flexible, reducing the adverse effects of the torque generated by the wheel 3 when bearing weight on the motor shaft 21. When the universal joint assembly 4 rotates, the connecting shaft 44 can cooperate with the sleeve 43 to generate a rotational torque, driving the connecting joint 46 to rotate. When the uneven road surface causes one or several wheels 3 to move up and down under the action of the shock-absorbing and buffering device 5, the connecting shaft 44 can also telescope and slide in the sleeve 43 to meet the requirements of the elastic telescopic range of the shock-absorbing and buffering device 5. The telescopic length of the connecting shaft 44 can meet the maximum range of the elastic movement of the wheel 3 up and down, so that the wheel 3 can be close to the ground, ensuring that the mobile car can move in all directions even on uneven ground.

[0043] In this embodiment, the shock-absorbing and buffering device 5 is located directly above the wheel 3, ensuring that the load-bearing center of the mobile vehicle falls on the center of the wheel axle of the wheel 3, further reducing the adverse effects on the universal joint assembly 4 and the motor shaft 21, increasing the maximum load weight, and improving the cargo capacity.

[0044] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An independent suspension Mecanum wheel shock absorbing and buffering structure, comprising a vehicle body base (1), a motor (2) and wheels (3) being arranged below the vehicle body base (1), each motor (2) being connected to a corresponding wheel (3), characterized in that: A shock absorbing and buffering device (5) is connected between each wheel (3) and the vehicle body base (1), and the shock absorbing and buffering device (5) enables the wheel (3) to have elastic displacement in the vertical direction; a universal shaft assembly (4) is connected between the motor (2) and the wheel (3), and the universal shaft assembly (4) includes a motor end joint (41), one end of the motor end joint (41) is connected to the motor shaft (21) of the motor (2), and the other end of the motor end joint (41) is connected to one end of a sleeve (43) through a first universal joint (42), and the sleeve (43) is connected to the motor shaft (21) of the motor (2). A connecting shaft (44) is slidably mounted inside the other end of the sleeve (43), the cross section of the connecting shaft (44) being rectangular, the connecting shaft (44) being able to slide along the axial direction of the sleeve (43), one end of the connecting shaft (44) away from the first universal joint (42) extending out of the sleeve (43) and connected to one end of a connecting joint (46), the other end of the connecting joint (46) being connected to one end of a wheel end joint (48) via a second universal joint (47), the other end of the wheel end joint (48) being connected to a wheel shaft (31) of the wheel (3).

2. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 1 is characterized in that: The first universal joint (42) and the second universal joint (47) are both cross-axis rigid universal joints.

3. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 1 is characterized in that: The connecting shaft (44) and the connecting joint (46) are connected via a pin shaft (45), and the pin shaft (45) and the connecting shaft (44) are arranged perpendicularly.

4. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 1 is characterized in that: The cross section of the connecting shaft (44) is square.

5. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 1 is characterized in that: A limiting portion (431) with a reduced internal size is provided inside the sleeve (43), and an outwardly protruding abutment portion (441) is provided outside one end of the connecting shaft (44) located inside the sleeve (43), and the abutment portion (441) can abut against a side of the limiting portion (431) away from the connecting joint (46).

6. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 1, characterized in that: The invention also comprises a support frame (6), a wheel shaft (31) being rotatably mounted on the support frame (6), each wheel shaft (31) corresponding to one support frame (6), a shock absorbing and buffering device (5) being mounted on the top of the support frame (6), the shock absorbing and buffering device (5) comprising an inner shell (51), one end of the inner shell (51) being connected to the top of the support frame (6), and the other end being slidably mounted inside an outer shell (52), a spring (53) being arranged inside the outer shell (52), one end of the spring (53) being connected to the inner wall of the outer shell (52), and the other end of the spring (53) being connected to the end of the inner shell (51).

7. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 6 is characterized in that: The inner thread of the inner shell (51) is connected to a screw rod (54), which extends from one end of the outer shell (52) away from the support frame (6), and the cross section of the end of the screw rod (54) extending from the outer shell (52) is square, and the opening of the end of the outer shell (52) away from the support frame (6) is square.

8. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 6 is characterized in that: The support frame (6) comprises a first baffle (61), the first baffle (61) being located above the wheel (3), and the first baffle (61) being connected to a second baffle (62) and a third baffle (63) which are arranged opposite to each other on both sides of the first baffle (61) along the axial direction of the wheel (3), respectively, the wheel (3) being located between the second baffle (62) and the third baffle (63), one end of the wheel shaft (31) being rotatably connected to the second baffle (62), the other end of the wheel shaft (31) being rotatably connected to the third baffle (63) and extending out of the third baffle (63), and one end of the wheel shaft (31) extending out of the third baffle (63) being connected to one end of the wheel end joint (48) away from the connecting joint (46).

9. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 8, characterized in that: One end of the inner shell (51) is connected to the top of the first baffle (61).

10. The independent suspension Mecanum wheel shock absorbing and buffering structure according to claim 6, characterized in that: One end of the inner shell (51) connected to the support frame (6) passes through the vehicle body base (1), and the bottom end of the outer shell (52) is mounted on the top of the vehicle body base (1).

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