Independent control module of omnidirectional wheel drive-by-wire trolley
By setting up a steering motor and a hub motor on the chassis body of the omnidirectional wheel line-controlled trolley, combining the double-wrench suspension and the wire-controlled steering gear, independent control of each tire rim is achieved, and it is solved that it is difficult for the existing technology to achieve multiple steering The complexity of the operation and circuit lines has achieved intelligent control and circuit lines simplification.
Patent Information
- Application Number
- CN202421423814.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-21
- Publication Date
- 2025-02-18
- Estimated Expiration
- 2034-06-21
AI Technical Summary
The existing control module of wire-controlled trolleys is difficult to achieve many different steering actions, and the complex circuit lines may affect the steering and travel of the vehicle.
An independent control module for omnidirectional wheel-width control trolley is designed. By setting a steering motor and a hub motor on the chassis main body, combining a double-wrench suspension and a wire-width steering gear, independent control of each tire rim is achieved.
The wire-controlled trolley is realized to complete a variety of different steering actions, which facilitates intelligent control and management, while simplifying the circuit lines and avoiding the impact of complex circuit lines on vehicle control.
Smart Images
Figure CN222496421U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of electric vehicles, in particular to an independent control module of an omnidirectional wheel wire-controlled vehicle. Background Art
[0002] Among the many technical components of electric vehicles, the steering system is a key part for controlling the direction of the vehicle, and its performance directly affects the vehicle's controllability and safety. The traditional steering method is to mechanically connect the steering wheel with the steering actuator, and drive the steering actuator to steer by turning the steering wheel; while the wire control controls the steering actuator through electronic signals, realizing the electronic steering; however, the control module of the wire control car generally controls a pair of tires at the same time, which makes it difficult to complete a variety of different steering actions; in addition, the circuit lines of the wire control car are more numerous and complex. In actual use, the complex circuit lines may affect the steering and travel of the wire control car. Utility Model Content
[0003] The purpose of the utility model is to provide an independent control module for an omnidirectional wheel wire-controlled car. The utility model can realize independent control of the tire rim, thereby enabling the wire-controlled car to complete a variety of different steering actions, facilitating the intelligent control of the wire-controlled car.
[0004] The technical solution of the utility model is as follows: an independent control module of an omnidirectional wheel wire-controlled car, which is arranged on the chassis body of the omnidirectional wheel wire-controlled car; the side of the chassis body is connected with a tire rim, and the chassis body is provided with a wire-controlled steering gear; it includes a double wishbone suspension hinged to the side of the chassis body; the end of the double wishbone suspension is rotatably connected to a hub connecting seat via a steering motor, and the steering motor is connected to the wire-controlled steering gear; the side of the hub connecting seat is connected with a hub motor, the hub motor is arranged in the tire rim, and the side of the hub motor is provided with a brake.
[0005] The chassis of the above-mentioned omnidirectional wheel wire-controlled car, the double wishbone suspension includes an upper wishbone suspension and a lower wishbone suspension hinged on the side of the chassis body; the end of the upper wishbone suspension is hinged with a steering motor bearing seat, and the steering motor bearing seat is fixed to the upper part of the wheel hub connecting seat; the protruding end of the steering motor is inserted into the steering motor bearing seat; the end of the lower wishbone suspension is hinged to the lower part of the wheel hub connecting seat.
[0006] In the chassis of the aforementioned omnidirectional wheel wire-controlled car, a first wire-management baffle is provided on the side of the steering motor; the steering motor is connected to the wire-controlled steering gear via a first line; and the first line is wound around the side of the first wire-management baffle.
[0007] The chassis of the aforementioned omnidirectional wheel-by-wire car is characterized in that: the wheel hub motor is connected to a wheel hub motor controller via a second line, and the wheel hub motor controller is arranged on the chassis body.
[0008] The chassis of the aforementioned omnidirectional wheel-by-wire car is characterized in that: a second wire management baffle is provided on the side of the wheel hub motor controller, and the second line is wound around the side of the second wire management baffle.
[0009] The chassis of the aforementioned omnidirectional wheel wire-controlled car has a shock absorber hinged between the chassis body and the lower cross arm suspension.
[0010] In the chassis of the aforementioned omnidirectional wheel wire-controlled car, the end of the upper cross arm suspension is hinged to the side of the chassis body through a first hinge seat; the end of the lower cross arm suspension is hinged to the side of the chassis body through a second hinge seat.
[0011] Compared with the prior art, when the utility model is in use, the steering motor rotates to drive the wheel hub connecting seat connected to the end of the double wishbone suspension to rotate, and the wheel hub motor controls the tire rim to rotate, thereby realizing the movement of the wire-controlled car; each tire rim is correspondingly provided with a steering motor and a wheel hub motor controller, which can facilitate independent control of the tire rim, thereby enabling the wire-controlled car to complete a variety of different steering actions, which is convenient for the intelligent control and management of the wire-controlled car; in addition, the first wire management baffle on the side of the steering motor and the second wire management baffle on the side of the wheel hub motor controller can facilitate the connection and arrangement of the circuit lines of the wire-controlled car, and can avoid the influence of complex circuit lines on the steering and movement of the wire-controlled car. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Figure 1 It is a structural schematic diagram of the utility model;
[0013] Figure 2 It is a schematic diagram of the structure of the hub motor;
[0014] Figure 3 It is a structural schematic diagram of the first hinge seat and the second hinge seat;
[0015] Figure 4 It is a schematic diagram of the steering mode of the utility model.
[0016] The markings in the accompanying drawings are: 1-chassis body, 2-double wishbone suspension, 201-upper wishbone suspension, 202-lower wishbone suspension, 203-motor bearing seat, 204-shock absorber, 205-first articulated seat, 206-second articulated seat, 3-steering motor, 301-first cable management baffle, 302-first line, 4-wheel hub connecting seat, 5-hub motor, 501-second line, 502-hub motor controller, 503-second cable management baffle, 6-tire rim, 7-brake, 8-wire-controlled steering gear. DETAILED DESCRIPTION
[0017] The present invention is further described below in conjunction with the accompanying drawings and embodiments, but they are not intended to limit the present invention.
[0018] Embodiment: An independent control module of an omnidirectional wheel wire-controlled car, the structure is as follows Figure 1 , Figure 2 and Figure 3As shown, the independent control module is arranged on the chassis body 1 of the omnidirectional wheel wire-controlled car; the side of the chassis body 1 is connected with a tire rim 6, and the chassis body 1 is provided with a wire-controlled steering gear 8, which is used to realize the user's control of the rotation of the steering motor 3, thereby realizing the user's control of the steering of the tire rim 6; the side of the chassis body 1 is hinged with a double wishbone suspension 2; the suspension stroke of the double wishbone suspension 2 is ±50mm, the offset frequency is 1.44HZ, the kingpin castor angle is 0deg, the kingpin inclination angle is 8deg, and the ground clearance in the ready state is 180mm; the end of the double wishbone suspension 2 is rotatably connected with a wheel hub connecting seat 4 through the steering motor 3; the rated power of the steering motor 3 is 1.25kw, the rated voltage is 48V, the rated torque is 4Nm, and the rated speed is 3000rpm; the steering motor 3 is directly connected to the kingpin, and can realize the common use of the front and rear suspensions in a modular manner, thereby improving the integration. The steering motor 3 is connected to the wire-controlled steering gear 8; the side of the wheel hub connecting seat 4 is connected to the hub motor 5; the maximum output torque of the hub motor 5 is 1600N.m, the torque mass density is 73Nm / kg, the peak / continuous power is 100 / 67kW, and the maximum speed is 1280rpm; the hub motor 5 is used to realize the rotation of the tire rim 6, the hub motor 5 is arranged in the tire rim 6, and the side of the hub motor 5 is provided with a brake 7; the braking form of the brake 7 is a disc brake, and the caliper form is EMB, the maximum output torque of the brake 307 is 1600N.m, the rated torque is 500Nm, the rated speed is 20rpm, and the maximum tangential load of the output shaft is 1000N; the brake 7 is used to realize the braking of the tire rim 6. The side of the steering motor 3 is provided with a first wire management baffle 301; the steering motor 3 is connected to the wire control steering device 8 via a first line 302; the first line 302 is wound around the side of the first wire management baffle 301. The wheel hub motor 5 is connected to the wheel hub motor controller 502 via a second line 501, and the wheel hub motor controller 502 is arranged on the chassis body 1; the voltage range of the wheel hub motor controller 502 is 280V-415V, the weight is 11.6kg, the maximum current is 500Arms (for 60s), the coolant temperature is -30℃--65℃, the logic power supply voltage is 9V-16V, the maximum output power is 150kw, and the size is 388*344*117mm. The side of the wheel hub motor controller 502 is provided with a second wire management baffle 503, and the second line 501 is wound around the side of the second wire management baffle 503.When the utility model is in use, the steering motor 3 rotates to drive the wheel hub connecting seat 4 connected to the end of the double wishbone suspension 2 to rotate, and the wheel hub motor 5 controls the tire rim 5 to rotate, thereby realizing the movement of the wire-controlled car; each tire rim 5 is correspondingly provided with a steering motor 3 and a wheel hub motor controller 502, which can facilitate independent control of the tire rim 5, and thus enable the wire-controlled car to complete a variety of different steering actions, which is convenient for the intelligent control and management of the wire-controlled car; in addition, the first wire management baffle 301 on the side of the steering motor 3 and the second wire management baffle 503 on the side of the wheel hub motor controller 502 can facilitate the connection and arrangement of the circuit lines of the wire-controlled car, and can avoid the influence of complex circuit lines on the steering and movement of the wire-controlled car.
[0019] The double wishbone suspension 2 includes an upper wishbone suspension 201 and a lower wishbone suspension 202 hinged on the side of the chassis body 1; the end of the upper wishbone suspension 201 is hinged with a steering motor bearing seat 203, and the steering motor bearing seat 203 is fixed to the upper part of the wheel hub connecting seat 4; the extended end of the steering motor 3 is inserted into the steering motor bearing seat 203; the end of the lower wishbone suspension 202 is hinged with the lower part of the wheel hub connecting seat 4. A shock absorber 204 is hinged between the chassis body 1 and the lower wishbone suspension 202. The double wishbone suspension 2 and the shock absorber 204 are used to realize the suspension system of the tire rim 6, which can buffer the impact force transmitted to the chassis body by the uneven road surface and attenuate the vibration caused thereby, so as to ensure the smooth running of the wire-controlled car. The end of the upper cross arm suspension 201 is hinged to the side of the chassis body 1 through a first hinge seat 205 ; the end of the lower cross arm suspension 202 is hinged to the side of the chassis body 1 through a second hinge seat 206 .
[0020] Furthermore, if Figure 4 As shown, the wire-controlled car of the utility model can perform six steering modes: front-wheel steering, four-wheel steering, four-wheel counter-steering, lateral fulcrum steering, lateral movement and in-situ steering. The chassis body 1 has high maneuverability and flexibility, and its control method can accept remote control switching, button switching and HMI touch interface switching.
[0021] Working principle: When the utility model is in use, the steering motor 3 rotates to drive the wheel hub connecting seat 4 connected to the end of the double wishbone suspension 2 to rotate, and the wheel hub motor 5 controls the tire rim 5 to rotate, thereby realizing the movement of the wire-controlled car; each tire rim 5 is correspondingly provided with a steering motor 3 and a wheel hub motor controller 502, which can facilitate independent control of the tire rim 5, and thus enable the wire-controlled car to complete a variety of different steering actions, which is convenient for the intelligent control and management of the wire-controlled car; in addition, the first wire management baffle 301 on the side of the steering motor 3 and the second wire management baffle 503 on the side of the wheel hub motor controller 502 can facilitate the connection and arrangement of the circuit lines of the wire-controlled car, and can avoid the influence of complex circuit lines on the steering and movement of the wire-controlled car.
[0022] The above embodiments only express the implementation methods of the utility model, and the description is relatively specific and detailed, but it cannot be understood as limiting the scope of the utility model patent. In this embodiment, up, down, left, right, front, and back only represent their relative positions and do not represent their absolute positions. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the utility model, which all belong to the protection scope of the utility model. Therefore, the protection scope of the utility model patent shall be based on the attached claims.
Claims
1. An independent control module of an omnidirectional wheel wire-controlled vehicle, the independent control module being arranged on a chassis body (1) of the omnidirectional wheel wire-controlled vehicle; a tire rim (6) is connected to the side of the chassis body (1), and a wire-controlled steering device (8) is arranged on the chassis body (1); the characteristics are: The invention comprises a double wishbone suspension (2) hinged to the side of the chassis body (1); the end of the double wishbone suspension (2) is rotatably connected to a wheel hub connection seat (4) via a steering motor (3), and the steering motor (3) is connected to a wire-controlled steering gear (8); the side of the wheel hub connection seat (4) is connected to a wheel hub motor (5), and the wheel hub motor (5) is arranged in a tire rim (6), and a brake (7) is provided on the side of the wheel hub motor (5).
2. The independent control module of the omnidirectional wheel wire-controlled vehicle according to claim 1 is characterized by: The double wishbone suspension (2) comprises an upper wishbone suspension (201) and a lower wishbone suspension (202) hinged to the side of the chassis body (1); the end of the upper wishbone suspension (201) is hinged with a steering motor bearing seat (203), and the steering motor bearing seat (203) is fixed to the upper part of the wheel hub connecting seat (4); the protruding end of the steering motor (3) is inserted into the steering motor bearing seat (203); and the end of the lower wishbone suspension (202) is hinged to the lower part of the wheel hub connecting seat (4).
3. The independent control module of the omnidirectional wheel wire-controlled vehicle according to claim 1 is characterized by: A first wire management baffle (301) is provided on the side of the steering motor (3); the steering motor (3) is connected to a wire-controlled steering device (8) via a first line (302); and the first line (302) is arranged around the side of the first wire management baffle (301).
4. The independent control module of the omnidirectional wheel wire-controlled vehicle according to claim 1 is characterized by: The wheel hub motor (5) is connected to a wheel hub motor controller (502) via a second line (501), and the wheel hub motor controller (502) is arranged on the chassis body (1).
5. The independent control module of the omnidirectional wheel wire-controlled vehicle according to claim 4 is characterized by: A second wire management baffle (503) is provided on the side of the wheel hub motor controller (502), and the second line (501) is arranged around the side of the second wire management baffle (503).
6. The independent control module of the omnidirectional wheel wire-controlled vehicle according to claim 2 is characterized by: A shock absorber (204) is hinged between the chassis body (1) and the lower cross arm suspension (202).
7. The independent control module of the omnidirectional wheel wire-controlled vehicle according to claim 2 is characterized by: The end of the upper cross arm suspension (201) is hinged to the side of the chassis body (1) via a first hinge seat (205); the end of the lower cross arm suspension (202) is hinged to the side of the chassis body (1) via a second hinge seat (206).