Driving power assisting device of multi-wheel vehicle

Abstract

The utility model relates to driving assistance equipment for a multi-wheel vehicle. The driving assistance equipment comprises a driving mechanism, a first transmission mechanism in transmission connection with the driving mechanism, second transmission mechanisms in transmission connection with the first transmission mechanism and a clamping and fixing mechanism, and the two ends of the first transmission mechanism are each connected with one second transmission mechanism; the second transmission mechanism comprises a driving wheel; the clamping and fixing mechanism is arranged on the second transmission mechanism and used for being fixedly connected with the multi-wheel vehicle. The driving mechanism drives the first transmission mechanism to rotate to drive the driving wheels of the second transmission mechanism to rotate, and the driving wheels rub with the wheels of the multi-wheel vehicle to drive the multi-wheel vehicle to move. The driving assistance equipment of the multi-wheel vehicle is clamped and fixed to the multi-wheel vehicle through the clamping and fixing mechanism, the driving mechanism is adopted to drive the first transmission mechanism to rotate to drive the driving wheels of the second transmission mechanism to rotate, the rotation of the driving wheels drives the wheels on the multi-wheel vehicle to rotate through friction transmission, the multi-wheel vehicle is automatically driven to move, and a user can use the driving assistance equipment conveniently.

Description

Technical Field

[0001] The present application relates to the field of drive technology, and in particular to a driving assist device for a multi-wheeled vehicle. Background Art

[0002] Existing unpowered two-wheeled vehicles, three-wheeled vehicles or four-wheeled vehicles are all driven by manpower. When such vehicles are loaded with heavy objects, it is difficult to push the vehicles by manpower, and the user is easily tired, and the distance of pushing the vehicles is not far, etc., which causes inconvenience to the user. Utility Model Content

[0003] The present application provides a driving assist device for a multi-wheeled vehicle, which is used to solve the technical problem that the existing unpowered multi-wheeled vehicles are driven by manpower, causing inconvenience to users.

[0004] In order to achieve the above objectives, this application provides the following technical solutions:

[0005] In one aspect, a driving assist device for a multi-wheeled vehicle is provided, comprising:

[0006] Driving mechanism;

[0007] A first transmission mechanism, transmission-connected to the driving mechanism;

[0008] A second transmission mechanism is transmission-connected to the first transmission mechanism, and both ends of the first transmission mechanism are connected to the second transmission mechanism; the second transmission mechanism includes a driving wheel for friction transmission to drive the multi-wheel vehicle to move;

[0009] A clamping and fixing mechanism, arranged on the second transmission mechanism and used for fixedly connecting with the multi-wheeled vehicle;

[0010] The driving mechanism drives the first transmission mechanism to rotate, thereby driving the driving wheel of the second transmission mechanism to rotate, and the friction between the driving wheel and the wheel of the multi-wheeled vehicle drives the multi-wheeled vehicle to move.

[0011] Preferably, the second transmission mechanism further includes a second transmission rod, a first gear, a gear support frame and a second gear, a third gear is arranged on the driving wheel, the gear support frame is provided with a sliding hole, the second transmission rod is connected with the first transmission mechanism, the second transmission rod is transmission-connected with the first gear, the first gear is fixedly mounted on the gear support frame and meshed with the second gear, the second gear is arranged on the gear support frame and moves on the sliding hole; the driving mechanism drives the first transmission mechanism to rotate and drives the second transmission rod to rotate, the rotation of the second transmission rod drives the first gear to rotate synchronously and drives the second gear to move in the sliding hole to a closed position, the second gear is meshed with the third gear and drives the driving wheel to rotate; the driving mechanism does not drive the first transmission mechanism to rotate, the second gear falls back to a disengaged position in the sliding hole due to gravity, the second gear is disconnected from the meshing connection with the third gear and does not drive the driving wheel to rotate.

[0012] Preferably, the driving mechanism includes a driving source, a power supply module for providing power to the driving source, and a control switch module for controlling the operation of the driving source, the control switch module is connected to the driving source through a cable, the driving source is installed in a driving housing, a power connector electrically connected to the power supply module is provided on the driving housing, the power connector is connected to the driving source through a cable, and the output end of the driving source is connected to the first transmission mechanism.

[0013] Preferably, the control switch module includes a first gear for controlling the driving source to stop working, a second gear for controlling the driving source to work at a first speed, and a third gear for controlling the driving source to work at a second speed.

[0014] Preferably, the first transmission mechanism includes a synchronous transmission member, a synchronous transmission member and a differential built into a drive housing, the synchronous transmission member is transmission-connected to a driving source of the driving mechanism, the synchronous transmission member is transmission-connected to the differential through the synchronous transmission member, and both ends of the differential are transmission-connected to a second transmission rod of the second transmission mechanism respectively; the driving mechanism drives the synchronous transmission member to rotate and drives the differential to rotate through the synchronous transmission member, then the differential synchronously drives the two second transmission mechanisms located at both ends of the differential to rotate synchronously; or the differential synchronously drives the second transmission mechanism located at one end of the differential to rotate synchronously alone, while the second transmission mechanism located at the other end of the differential stops rotating.

[0015] Preferably, the clamping and fixing mechanism includes a first connection adjustment component, a second connection adjustment component and a clamping and fixing component; the first connection adjustment component is movably arranged on the driving housing of the driving mechanism to adjust the installation position and angle of the first connection adjustment component on the arm of the driving housing; the second connection adjustment component is connected to the first connection adjustment component; the second connection adjustment component is connected to the clamping and fixing component in a concave-convex connection manner to adjust the angle of connection between the clamping and fixing component and the second connection adjustment component.

[0016] Preferably, the first connection adjustment assembly includes a first connection arm and a second connection arm matching the first connection arm, the first connection arm and the second connection arm cover each other to form an installation cavity for accommodating the arm, and the first connection arm and the second connection arm are both provided with a first installation hole for adjusting the installation position and angle; the first connection arm is provided with a second installation hole for connecting with the second connection adjustment assembly, and the first connection arm is connected to the second connection adjustment assembly through a connecting elastic member.

[0017] Preferably, the second connection adjustment component includes a third connection arm and a fourth connection arm connected to the third connection arm in a concave-convex manner, and the third connection arm is provided with a third mounting hole for connecting to the first connection adjustment component and a fourth mounting hole for connecting to the fourth connection arm; a plurality of first bosses protrude from the third connection arm, and a first groove matching each of the first bosses and a fifth mounting hole matching the fourth mounting hole are provided on the fourth connection arm, and a plurality of second grooves matching the clamping and fixing component are also provided on the fourth connection arm.

[0018] Preferably, the clamping and fixing assembly comprises a first clamping block and a second clamping block matching the first clamping block, and a plurality of second protruding columns for connecting with the second connection adjustment assembly protrude from the first clamping block.

[0019] Preferably, the second transmission mechanism is built into a transmission housing, and the transmission housing is movably arranged in the drive housing of the drive mechanism; a clamping column is arranged on the transmission housing, and a step for limiting positioning and matching with the clamping column is opened in the inner cavity of the arm of the drive housing, and an installation and fixing hole for fixing the transmission housing in the inner cavity of the arm is arranged on the arm.

[0020] The driving power-assisting device of the multi-wheeled vehicle comprises a driving mechanism, a first transmission mechanism, a second transmission mechanism and a clamping and fixing mechanism, wherein the first transmission mechanism is connected to the driving mechanism; the second transmission mechanism is connected to the first transmission mechanism, and both ends of the first transmission mechanism are connected to a second transmission mechanism; the second transmission mechanism comprises a driving wheel for driving the multi-wheeled vehicle to move by friction transmission; the clamping and fixing mechanism is arranged on the second transmission mechanism and is used to be fixedly connected to the multi-wheeled vehicle; the driving mechanism drives the first transmission mechanism to rotate to drive the driving wheel of the second transmission mechanism to rotate, and the friction between the driving wheel and the wheel of the multi-wheeled vehicle drives the multi-wheeled vehicle to move. It can be seen from the above technical scheme that the present application has the following advantages: the driving power-assisting device of the multi-wheeled vehicle is clamped and fixed on the multi-wheeled vehicle by the clamping and fixing mechanism, the driving mechanism drives the first transmission mechanism to rotate to drive the driving wheel of the second transmission mechanism to rotate, and the rotation of the driving wheel drives the wheel on the multi-wheeled vehicle to rotate through friction transmission, so as to realize automatic driving of the multi-wheeled vehicle to move, which is convenient for users to use, and solves the technical problem that the existing unpowered multi-wheeled vehicle is driven by manpower, which causes inconvenience to users. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0022] Figure 1 It is a schematic diagram of the three-dimensional structure of the driving assist device of the multi-wheeled vehicle according to the embodiment of the present application;

[0023] Figure 2 This is a schematic diagram of the three-dimensional structure of the driving assist device of a multi-wheeled vehicle according to an embodiment of the present application applied to a two-wheeled vehicle;

[0024] Figure 3 This is a schematic diagram of the exploded structure of the driving assist device of the multi-wheeled vehicle according to an embodiment of the present application;

[0025] Figure 4 It is a structural schematic diagram of a driving mechanism in a driving assist device of a multi-wheeled vehicle according to an embodiment of the present application;

[0026] Figure 5 This is a schematic diagram of the structure in which the power module and the drive housing are separated in the driving assist device of the multi-wheeled vehicle according to an embodiment of the present application;

[0027] Figure 6 It is an exploded schematic diagram of a first transmission mechanism in the driving assist device of a multi-wheeled vehicle according to an embodiment of the present application;

[0028] Figure 7It is an exploded schematic diagram of a second transmission mechanism in the driving assist device of a multi-wheeled vehicle according to an embodiment of the present application;

[0029] Figure 8 This is a schematic diagram of the gear movement operation of the second transmission mechanism in the driving assist device of the multi-wheeled vehicle according to an embodiment of the present application;

[0030] Fig. 9 It is a schematic diagram of an exploded view of the clamping and fixing mechanism in the driving assist device of the multi-wheeled vehicle described in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to make the purpose, features, and advantages of the invention of this application more obvious and easy to understand, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the embodiments described below are only part of the embodiments of this application, 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.

[0032] In the description of the embodiments of the present application, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0034] In the embodiments of the present application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0035] The embodiment of the present application provides a driving assist device for a multi-wheeled vehicle, which is used to solve the technical problem that the existing unpowered multi-wheeled vehicles are driven by manpower, causing inconvenience to users.

[0036] Figure 1 This is a schematic diagram of the three-dimensional structure of the driving assist device of the multi-wheeled vehicle according to an embodiment of the present application. Figure 2 The present invention is a schematic diagram of the three-dimensional structure of the driving assist device of the multi-wheeled vehicle described in the embodiment of the present application applied to a two-wheeled vehicle. In this embodiment, the driving assist device of the multi-wheeled vehicle assists the driving of a two-wheeled vehicle as a case description. In other embodiments, the driving assist device of the multi-wheeled vehicle can assist a multi-wheeled vehicle with more than two wheels, such as a tricycle or a four-wheeled vehicle, to automatically operate, so that an unpowered vehicle can generate power drive without relying on manpower to push the vehicle. Users can use the multi-wheeled vehicle more easily, reduce fatigue, and enjoy life better.

[0037] like Figure 1 and Figure 2 As shown, the embodiment of the present application provides a driving assist device for a multi-wheeled vehicle, comprising:

[0038] Driving mechanism 100;

[0039] The first transmission mechanism 200 is transmission-connected to the driving mechanism 100;

[0040] The second transmission mechanism 300 is connected to the first transmission mechanism 200, and both ends of the first transmission mechanism 200 are connected to a second transmission mechanism 300; the second transmission mechanism 300 includes a driving wheel 44 for driving the multi-wheel vehicle 101 to move by friction transmission;

[0041] A clamping and fixing mechanism 400 is provided on the second transmission mechanism 300 and is used for fixed connection with the multi-wheel vehicle;

[0042] The driving mechanism 100 drives the first transmission mechanism 200 to rotate, thereby driving the driving wheel 44 of the second transmission mechanism 300 to rotate. The driving wheel 44 rubs against the wheel 102 of the multi-wheeled vehicle 101 to drive the multi-wheeled vehicle to move.

[0043] It should be noted that if Figure 2 As shown, the driving assist device of the multi-wheeled vehicle is fixedly arranged on the multi-wheeled vehicle 101 by a clamping and fixing mechanism 400, and the two driving wheels 44 are respectively abutted against the two wheels 102 of the multi-wheeled vehicle 101. When the driving mechanism 100 drives the first transmission mechanism 200 to rotate and drives the driving wheel 44 of the second transmission mechanism 300 to rotate, the rotation of the driving wheel 44 drives the two wheels 102 on the multi-wheeled vehicle 101 to rotate through friction transmission, thereby driving the multi-wheeled vehicle 101 to move.

[0044] The present application provides a driving assist device for a multi-wheeled vehicle, comprising a driving mechanism, a first transmission mechanism, a second transmission mechanism and a clamping and fixing mechanism, wherein the first transmission mechanism is connected to the driving mechanism; the second transmission mechanism is connected to the first transmission mechanism, and both ends of the first transmission mechanism are connected to a second transmission mechanism; the second transmission mechanism comprises a driving wheel for driving the multi-wheeled vehicle to move by friction transmission; the clamping and fixing mechanism is arranged on the second transmission mechanism and is used to be fixedly connected to the multi-wheeled vehicle; the driving mechanism drives the first transmission mechanism to rotate to drive the driving wheel of the second transmission mechanism to rotate, and the friction between the driving wheel and the wheel of the multi-wheeled vehicle drives the multi-wheeled vehicle to move. The driving assist device for the multi-wheeled vehicle is clamped and fixed on the multi-wheeled vehicle by the clamping and fixing mechanism, and the driving mechanism drives the first transmission mechanism to rotate to drive the driving wheel of the second transmission mechanism to rotate. The rotation of the driving wheel drives the wheel on the multi-wheeled vehicle to rotate through friction transmission, thereby realizing automatic driving of the multi-wheeled vehicle to move, which is convenient for users to use and solves the technical problem that the existing unpowered multi-wheeled vehicle is driven by manpower, causing inconvenience to users.

[0045] Figure 3 This is a schematic diagram of the exploded structure of the driving assist device of the multi-wheeled vehicle according to an embodiment of the present application. Figure 4 Schematic diagram of the structure of the driving mechanism in the driving assist device of the multi-wheeled vehicle according to the embodiment of the present application, Figure 5 This is a schematic structural diagram of the separation of the power module and the drive housing in the driving assist device of the multi-wheeled vehicle described in an embodiment of the present application.

[0046] like Figures 3 to 5 As shown, in one embodiment of the present application, the driving mechanism 100 includes a driving source 8, a power module for providing power to the driving source 8, and a control switch module 103 for controlling the operation of the driving source 8. The control switch module 103 is connected to the driving source 8 through a cable 104. The driving source 8 is installed in a driving housing 105. The driving housing 105 is provided with a power connector 4 electrically connected to the power module. The power connector 4 is connected to the driving source 8 through a cable, and the output end of the driving source 8 is connected to the first transmission mechanism 200. The control switch module 103 includes a first gear 106 for controlling the driving source 8 to stop working, a second gear 107 for controlling the driving source 8 to work at a first speed, and a third gear 108 for controlling the driving source 8 to work at a second speed.

[0047] It should be noted that the driving source 8 can be selected as a motor. The control switch module 103 changes the gear through the gear handle 109. In this embodiment, the first speed and the second speed can be set according to needs, and no specific numerical value is limited here. The power module includes a battery box 1 and a battery and a circuit control board built into the battery box 1. A power switch 110 is arranged on one end face of the battery box 1, and a battery connector 111 that is electrically connected to the power connector 4 is arranged at the bottom end of the battery box 1. A battery charging port 112 for charging the battery is arranged on the battery box 1. The driving shell 105 includes a driving lower shell 3 and a driving upper shell 2 covering the driving lower shell 3. The power connector 4 is arranged on the top surface of the driving upper shell 2, and a power switch 113 for controlling the operation of the driving source 5 is arranged on one side of the driving shell 105. As shown Figure 3 As shown, the driving upper shell 2 and the driving lower shell 3 are locked and fixedly connected by a first fastener 20 (such as a screw). The arms between the driving upper shell 2 and the driving lower shell 3 are locked and fixedly connected by a second fastener 5 (such as a screw) and a third fastener 19 (such as a nut). The battery box 1 is mounted on the driving housing 105, and is fixed to the four L corners on the driving upper shell 2 through the periphery of the battery box 1; the power supply is connected to the motor connector 4 on the driving housing 105 through the battery connector 111. The driving source 8 and the first transmission mechanism 200 are built into the driving housing 105. The driving source 8 is fixedly locked to the second fixing plate 7 by a fifth fastener 12 (such as a screw), and the second fixing plate 7 is fixedly locked to the first fixing plate 6 by a fourth fastener 11 (such as a screw), and the first fixing plate 6 and the second fixing plate 7 are clamped and arranged in the driving housing 105.

[0048] Figure 6 It is a schematic diagram of an exploded view of the first transmission mechanism in the driving assist device of the multi-wheeled vehicle described in an embodiment of the present application.

[0049] like Figure 6 As shown, in one embodiment of the present application, the first transmission mechanism 200 includes a synchronous transmission member 9, a synchronous transmission member 13 and a differential 25 built into a drive housing 105, the synchronous transmission member 9 is transmission-connected to the driving source 8 of the driving mechanism 400, the synchronous transmission member 9 is transmission-connected to the differential 14 through the synchronous transmission member 13, and the two ends of the differential 14 are respectively transmission-connected to the second transmission rod 33 of a second transmission mechanism 300; the driving mechanism 100 drives the synchronous transmission member 9 to rotate and drives the differential 14 to rotate through the synchronous transmission member 13, then the differential 14 synchronously drives the two second transmission mechanisms 300 located at the two ends of the differential 14 to rotate synchronously; or the differential 14 synchronously drives the second transmission mechanism 300 located at one end of the differential 14 to rotate synchronously alone, while the second transmission mechanism 300 located at the other end of the differential 14 stops rotating.

[0050] It should be noted that the synchronous transmission member 9 can be selected as a synchronous gear, and the synchronous transmission member 13 can be selected as a transmission member with a transmission function such as a belt, a conveyor belt or a chain. In this embodiment, the two ends of the differential 14 are connected to the second transmission mechanism 300 through the first transmission rod 18, and the synchronous transmission member 9 is fixed and locked on the driving source 8 through the sixth fastener 10 (such as a screw). The two support seats 16 are fixed and locked on the first fixed plate 6 through the fourth fastener 11 (such as a screw). The differential 14 and two bearings 15 are respectively mounted on the support seat 16, and the synchronous transmission member 9 is connected to the differential 14 through the synchronous transmission member 13 for synchronous rotation. The two first transmission rods 18 are respectively fixed to the two ends of the differential 14 through two spring pins 17. The first transmission rod 18 is selected as a hexagonal connecting sleeve.

[0051] Figure 7 This is an exploded schematic diagram of a second transmission mechanism in the driving assist device of a multi-wheeled vehicle according to an embodiment of the present application, Figure 8 This is a schematic diagram of the gear movement operation of the second transmission mechanism in the driving assist device of the multi-wheeled vehicle described in an embodiment of the present application.

[0052] like Figure 7 and Figure 8 As shown, in one embodiment of the present application, the second transmission mechanism 300 also includes a second transmission rod 33, a first gear 39, a gear support frame 37 and a second gear 38. The third gear 43 is provided on the driving wheel 44. The gear support frame 37 is provided with a sliding hole 371. The second transmission rod 33 is connected to the first transmission mechanism 200. The second transmission rod 33 is transmission-connected with the first gear 39. The first gear 39 is fixedly mounted on the gear support frame 37 and meshed with the second gear 38. The second gear 38 is provided on the gear support frame 37 and moves on the sliding hole 371. The driving mechanism 100 drives the first transmission mechanism 200 to rotate and drives the second transmission rod 33 to rotate. The rotation of the second transmission rod 33 drives the first gear 39 to rotate synchronously and drives the second gear 38 to move to the closed position 114 in the sliding hole 371. The second gear 38 is meshed with the third gear 43 and drives the driving wheel 44 to rotate. The driving mechanism 100 does not drive the first transmission mechanism 200 to rotate. The second gear 38 falls back to the disengaged position 115 in the sliding hole 371 due to gravity. The second gear 38 is disconnected from the meshing connection with the third gear 43 and does not drive the driving wheel 44 to rotate.

[0053] It should be noted that the second transmission rod 33 is connected to the first transmission rod 18 by interference fit, and the second transmission rod 33 can be selected as a hexagonal shaft rod matched with the hexagonal connecting sleeve. In this embodiment, a second bearing 36 is connected between the second transmission rod 33 and the first gear 39, and the first gear 39, the second bearing 36 and the second transmission rod 33 are fixed and locked on the gear support frame 37 by the fifth fastener 12. The second gear 38 is installed in the arc-shaped sliding hole 371 of the gear support frame 37 by the second shaft rod 40, so that the second gear 38 can slide freely in the sliding hole 371. The third shaft rod is fixed to the gear support frame 37 by riveting, and the third shaft rod 41 is respectively equipped with a third bearing 42, a third gear 43 and a driving wheel 44, and the third bearing 42, the third gear 43 and the driving wheel 44 are fixed to the gear support frame 37 by the seventh fastener 14 (such as a nut) in conjunction with the third shaft rod 41.

[0054] like Figure 1 and Figure 7 As shown, in the embodiment of the present application, the second transmission mechanism 300 is built into the transmission housing, and the transmission housing includes a housing upper cover 35 and a housing lower cover 34. The gear support frame 37 is fixed and locked on the housing lower cover 34 by the fourth fastener 11, and the housing upper cover 35 is covered on the housing lower cover 34 by the second fastener 5 and fixed and locked.

[0055] like Figure 5 As shown, in the embodiment of the present application, the driving assist device of the multi-wheeled vehicle is provided with two symmetrical second transmission mechanisms 300, and the transmission housing is movably arranged in the driving housing 105 of the driving mechanism 100; a clamping column 116 is arranged on the transmission housing, and a step 117 for limiting and matching with the clamping column 116 is provided in the arm inner cavity of the driving housing 105, and an installation fixing hole 118 for fixing the transmission housing in the arm inner cavity is provided on the arm.

[0056] It should be noted that the transmission housing is respectively installed on the inner holes of the arm fitting positions at both ends of the drive housing 105. According to the installation and matching requirements of the product, by adjusting the tightness of the second fastener 5, the housing upper cover 35 and the housing lower cover 34 can be installed and adjusted to move left and right and rotate at an angle in the inner holes of the arm fitting positions at both ends of the drive housing 105.

[0057] Fig. 9 It is a schematic diagram of an exploded view of the clamping and fixing mechanism in the driving assist device of the multi-wheeled vehicle described in an embodiment of the present application.

[0058] like Figure 1 and Fig. 9As shown, in one embodiment of the present application, the clamping and fixing mechanism 400 includes a first connection adjustment component, a second connection adjustment component and a clamping and fixing component; the first connection adjustment component is movably arranged on the driving housing 105 of the driving mechanism 100 to adjust the installation position and angle of the first connection adjustment component arranged on the arm of the driving housing 105; the second connection adjustment component is connected to the first connection adjustment component; the second connection adjustment component is connected to the clamping and fixing component in a concave-convex connection manner to adjust the angle of connection between the clamping and fixing component and the second connection adjustment component. Among them, the first connection adjustment component includes a first connecting arm 21 and a second connecting arm 22 matching the first connecting arm 21, the first connecting arm 21 and the second connecting arm 22 are covered to form an installation cavity for accommodating the arm, and the first connecting arm 21 and the second connecting arm 22 are both provided with a first installation hole 119 for adjusting the installation position and angle; the first connecting arm 21 is provided with a second installation hole 120 for connecting with the second connection adjustment component, and the first connecting arm 21 is connected to the second connection adjustment component through a connecting elastic member 24. The second connection adjustment assembly includes a third connection arm 23 and a fourth connection arm 27 connected to the third connection arm 23 in a concave-convex manner. The third connection arm 23 is provided with a third mounting hole 121 for connecting to the first connection adjustment assembly and a fourth mounting hole 122 for connecting to the fourth connection arm 27. The third connection arm 23 has a plurality of first protruding columns 123 protruding therefrom. The fourth connection arm 27 is provided with a first groove 124 matching each first protruding column 123 and a fifth mounting hole 125 matching the fourth mounting hole 122. The fourth connection arm 27 is also provided with a plurality of second grooves 126 for connecting to the clamping and fixing assembly. The clamping and fixing assembly includes a first clamping block 30 and a second clamping block 31 matching the first clamping block 30. The first clamping block 30 has a plurality of second protruding columns 127 protruding therefrom for connecting to the second connection adjustment assembly.

[0059] It should be noted that the connecting elastic member 24 can be selected as a spring. The first connecting arm 21 and the second connecting arm 22 are connected, fixed and locked to the outer peripheral edge of the arms at both ends of the drive housing 105 by inserting the second fastener 5 into the corresponding first mounting hole 119. The first connecting arm 21, the connecting elastic member 24 and the third connecting arm 23 are connected, locked and fixed by inserting the eighth fastener 25 (such as a screw) into the third mounting hole 121 and the ninth fastener 26 (such as a nut) into the second mounting hole 120. The fourth connecting arm and the third connecting arm 23 are connected, locked and fixed by the second fastener 5 passing through the fifth mounting hole 125 and the fourth mounting hole 122 in sequence. The first clamping block 30 is fixedly installed on the fourth connecting arm 27 by the second fastener 5 and the tenth fastener 28 (such as a square nut), and the driving assist device of the multi-wheeled vehicle can be installed, connected, locked and fixed on the vehicle arm of the multi-wheeled vehicle 101 by the locking rod 32 and the second clamping block 31.

[0060] In the embodiment of the present application, the clamping and fixing mechanism 400 can be adjusted and installed at three positions, so that the driving assist device of the multi-wheeled vehicle can be used on multi-wheeled vehicles 101 of different specifications. First, by adjusting the tightness of the second fastener 5 of the first connecting adjustment component, the first connecting arm 21 and the second connecting arm 22 can be moved left and right and the rotation angle can be adjusted at the arm periphery matching position at both ends of the driving shell 105; second, by adjusting the tightness of the second fastener 5 of the second connecting adjustment component, the third connecting arm 23 and the fourth connecting arm 27 can be rotated and installed according to the convex and concave points on the third connecting arm 23 and the fourth connecting arm 27; third, by adjusting the tightness of the second fastener 5 connecting the second connecting adjustment component and the clamping and fixing component, the convex and concave points on the fourth connecting arm 27 and the first clamping block 30 can be rotated and installed.

[0061] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A driving assist device for a multi-wheeled vehicle, characterized in that: include: Driving mechanism; A first transmission mechanism, transmission-connected to the driving mechanism; A second transmission mechanism is transmission-connected to the first transmission mechanism, and both ends of the first transmission mechanism are connected to the second transmission mechanism; the second transmission mechanism includes a driving wheel for friction transmission to drive the multi-wheel vehicle to move; A clamping and fixing mechanism, arranged on the second transmission mechanism and used for fixedly connecting with the multi-wheeled vehicle; The driving mechanism drives the first transmission mechanism to rotate, thereby driving the driving wheel of the second transmission mechanism to rotate, and the friction between the driving wheel and the wheel of the multi-wheeled vehicle drives the multi-wheeled vehicle to move.

2. The driving assist device for a multi-wheeled vehicle according to claim 1, characterized in that: The second transmission mechanism also includes a second transmission rod, a first gear, a gear support frame and a second gear, and a third gear is arranged on the driving wheel, and the gear support frame is provided with a sliding hole, the second transmission rod is connected with the first transmission mechanism, the second transmission rod is transmission-connected with the first gear, the first gear is fixedly mounted on the gear support frame and meshed with the second gear, the second gear is arranged on the gear support frame and moves on the sliding hole; the driving mechanism drives the first transmission mechanism to rotate and drives the second transmission rod to rotate, and the rotation of the second transmission rod drives the first gear to rotate synchronously and drives the second gear to move in the sliding hole to a closed position, and the second gear is meshed with the third gear and drives the driving wheel to rotate; the driving mechanism does not drive the first transmission mechanism to rotate, and the second gear falls back to a disengaged position in the sliding hole due to gravity, and the second gear is disconnected from the meshing connection with the third gear and does not drive the driving wheel to rotate.

3. The driving assist device for a multi-wheeled vehicle according to claim 1, characterized in that: The driving mechanism includes a driving source, a power supply module for providing power to the driving source, and a control switch module for controlling the operation of the driving source. The control switch module is connected to the driving source through a cable. The driving source is installed in a driving housing. A power connector electrically connected to the power supply module is provided on the driving housing. The power connector is connected to the driving source through a cable. The output end of the driving source is connected to the first transmission mechanism.

4. The driving assist device for a multi-wheeled vehicle according to claim 3, characterized in that: The control switch module includes a first gear position for controlling the driving source to stop working, a second gear position for controlling the driving source to work at a first speed, and a third gear position for controlling the driving source to work at a second speed.

5. The driving assist device for a multi-wheeled vehicle according to claim 1, characterized in that: The first transmission mechanism includes a synchronous transmission member, a synchronous transmission member and a differential built into a drive housing, the synchronous transmission member is transmission-connected to a driving source of the drive mechanism, the synchronous transmission member is transmission-connected to the differential through the synchronous transmission member, and both ends of the differential are transmission-connected to a second transmission rod of the second transmission mechanism respectively; the drive mechanism drives the synchronous transmission member to rotate and drives the differential to rotate through the synchronous transmission member, then the differential synchronously drives the two second transmission mechanisms located at both ends of the differential to rotate synchronously; or the differential synchronously drives the second transmission mechanism located at one end of the differential to rotate synchronously alone, while the second transmission mechanism located at the other end of the differential stops rotating.

6. The driving assist device for a multi-wheeled vehicle according to claim 1, characterized in that: The clamping and fixing mechanism includes a first connection adjustment component, a second connection adjustment component and a clamping and fixing component; the first connection adjustment component is movably arranged on the driving shell of the driving mechanism to adjust the installation position and angle of the first connection adjustment component on the arm of the driving shell; the second connection adjustment component is connected to the first connection adjustment component; the second connection adjustment component is connected to the clamping and fixing component in a concave-convex connection manner to adjust the angle of connection between the clamping and fixing component and the second connection adjustment component.

7. The driving assist device for a multi-wheeled vehicle according to claim 6, characterized in that: The first connection adjustment component includes a first connection arm and a second connection arm matching the first connection arm, the first connection arm and the second connection arm cover each other to form a mounting cavity for accommodating the arm, and the first connection arm and the second connection arm are both provided with a first mounting hole for adjusting the mounting position and angle; the first connection arm is provided with a second mounting hole for connecting with the second connection adjustment component, and the first connection arm is connected to the second connection adjustment component through a connecting elastic member.

8. The driving assist device for a multi-wheeled vehicle according to claim 6, characterized in that: The second connection adjustment component includes a third connection arm and a fourth connection arm connected to the third connection arm in a concave-convex manner, and the third connection arm is provided with a third mounting hole for connecting to the first connection adjustment component and a fourth mounting hole for connecting to the fourth connection arm; a plurality of first bosses protrude from the third connection arm, and a first groove matching each of the first bosses and a fifth mounting hole matching the fourth mounting hole are provided on the fourth connection arm, and a plurality of second grooves for connecting to the clamping and fixing component are also provided on the fourth connection arm.

9. The driving assist device for a multi-wheeled vehicle according to claim 6, characterized in that: The clamping and fixing assembly includes a first clamping block and a second clamping block matching the first clamping block, and a plurality of second protruding columns for connecting with the second connection adjustment assembly protrude from the first clamping block.

10. The driving assist device for a multi-wheeled vehicle according to any one of claims 1 to 9, characterized in that: The second transmission mechanism is built into a transmission housing, and the transmission housing is movably arranged in the drive housing of the drive mechanism; a clamping column is arranged on the transmission housing, and a step for limiting and matching the clamping column is opened in the inner cavity of the arm of the drive housing, and an installation and fixing hole for fixing the transmission housing in the inner cavity of the arm is arranged on the arm.

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