Driving wheel structure, chassis and robot

Abstract

The utility model provides a driving wheel structure, a chassis and a robot, and belongs to the technical field of warehouse logistics. The driving wheel structure comprises a driving assembly, a driving wheel, a brake clutch mechanism and a supporting assembly, the driving assembly and the brake clutch mechanism are arranged on the two opposite sides of the supporting assembly respectively, and the driving assembly is in transmission connection with the driving wheel through the brake clutch mechanism so that output power of the driving assembly can be transmitted to the driving wheel through the brake clutch mechanism; the brake clutch mechanism is configured to partially move relative to the supporting assembly when the driving assembly stops running so as to be separated from transmission of the driving assembly and abut against the driving wheel, so that the driving wheel is in friction rotation stopping. The braking efficiency and the braking safety of the driving wheel structure are comprehensively improved, dust and chippings are not prone to accumulation, the service life is long, and maintenance is convenient.

Description

Technical Field

[0001] The present application relates to the field of warehousing and logistics technology, and in particular to a driving wheel structure, a chassis and a robot. Background Art

[0002] Logistics robots can move within the warehousing system to transport goods.

[0003] The logistics robot includes a robot body and a chassis that drives the robot body to move. The chassis includes a chassis body and a driving wheel structure arranged on the chassis body. The driving wheel structure drives the chassis body and the robot body to move. The driving wheel structure includes a driving motor and a driving wheel. The driving motor is integrated with a brake assembly. The output shaft of the driving motor drives the driving wheel to rotate to drive the chassis body to move. When braking is required, the brake assembly engages the output shaft of the driving motor to stop the output shaft and the driving wheel from rotating, so as to achieve braking of the chassis body.

[0004] However, such arrangement of the driving wheel assembly is prone to accumulation of wear and tear dust at the driving motor, making maintenance inconvenient. Utility Model Content

[0005] The present application provides a driving wheel structure, a chassis and a robot, which are used to solve the problem that the driving wheel assembly on the chassis of the existing robot is prone to accumulate wear dust at the driving motor, resulting in inconvenience in maintaining the driving wheel assembly.

[0006] In a first aspect, an embodiment of the present application provides a driving wheel structure, including a driving assembly, a driving wheel, a brake clutch mechanism and a supporting assembly, wherein the driving assembly and the brake clutch mechanism are respectively arranged on opposite sides of the supporting assembly, and the driving assembly is connected to the driving wheel through the brake clutch mechanism, so that the output power of the driving assembly is transmitted to the driving wheel through the brake clutch mechanism;

[0007] The brake clutch mechanism is configured to partially move relative to the support assembly when the drive assembly stops running, so as to disengage the drive assembly from the transmission, and abut against the drive wheel to prevent the drive wheel from rotating by friction.

[0008] In a possible implementation, in the driving wheel structure provided in the embodiment of the present application, the brake clutch mechanism includes a moving unit and a transmission assembly disposed on the moving unit, and the moving unit is connected to the supporting assembly;

[0009] The driving assembly is connected to the transmission assembly through the mobile unit, and the transmission assembly is connected to the driving wheel;

[0010] The moving unit is configured to partially move relative to the supporting assembly so as to make the transmission assembly transmit or disengage transmission with the driving assembly and disengage or abut against the driving wheel.

[0011] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the moving unit includes a clutch assembly and a brake assembly arranged on the clutch assembly. The clutch assembly is connected to the support assembly, and the drive assembly is in transmission connection with the transmission assembly through the clutch assembly.

[0012] The clutch assembly is configured to move partially relative to the support assembly so that the brake assembly is disengaged from or abuts against the drive wheel.

[0013] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly includes at least one rotating member and a decoupling member. The rotating member is rotatably connected to the support assembly, and both the brake assembly and the decoupling member are connected to the rotating member.

[0014] The rotating member is configured to rotate relative to the support assembly to drive the decoupling member and the brake assembly to approach each other, so that the transmission assembly and the drive assembly are in transmission connection.

[0015] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly further includes at least one reset member, and the reset member is arranged between the decoupling member and the brake assembly.

[0016] The reset member is configured to drive the decoupling member and the brake assembly to move away from each other when the drive assembly stops operating, so that the brake assembly abuts against the drive wheel.

[0017] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, two threaded portions are respectively arranged on the rotating member, the thread directions of the two threaded portions are opposite, and the decoupling member and the brake assembly are respectively threadedly connected to the corresponding threaded portions.

[0018] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly further includes at least one guiding member. The guiding member is connected to the support assembly, and both the decoupling member and the brake assembly are slidably connected to the guiding member. The guiding member is used to provide a moving guide for the decoupling member and the brake assembly.

[0019] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly further includes a first driving member. The first driving member is connected to the rotating member, and the first driving member drives the rotating member to rotate.

[0020] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, at least one reset member is arranged on at least one of the rotating member and the guiding member.

[0021] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly further includes at least one retaining piece. The retaining piece is sleeved on at least one of the rotating member and the guiding member, and reset members are arranged on both sides of the retaining piece. One end of the reset member abuts against the retaining piece, and the other end correspondingly abuts against the decoupling member or the brake assembly.

[0022] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the reset member is an elastic member.

[0023] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly further includes an engaging member, the engaging member is arranged on the decoupling member, and the engaging member is used for driving engagement with the transmission assembly.

[0024] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the clutch assembly further includes a first bearing, a first mounting hole is formed on the decoupling member, the first bearing is arranged in the first mounting hole, and the first bearing is sleeved on the engaging member.

[0025] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the transmission assembly includes a transmission member, the transmission member is rotatably connected to the support assembly, and the drive assembly is drivingly connected to the transmission member through a moving unit.

[0026] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the transmission member has a first end and a second end, a first engaging portion is arranged on the first end, the first engaging portion is adapted to the moving unit, and the second end is connected to the drive wheel.

[0027] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the transmission assembly further includes a second bearing, the second bearing is sleeved on the transmission member, and the second bearing is connected to the support assembly.

[0028] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, at least two second bearings are provided, and the at least two second bearings are sleeved on the transmission member at intervals.

[0029] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the transmission assembly further includes an output member, the output member is drivingly connected to the drive assembly, and the output member is drivingly connected to the transmission member through a moving unit.

[0030] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the output member is provided with a second engaging portion, and the second engaging portion is adapted to the moving unit.

[0031] In a possible implementation, for the drive wheel structure provided by the embodiments of the present application, the transmission assembly further includes a third bearing, the third bearing is sleeved on the output member, and the third bearing is connected to the support assembly.

[0032] In one possible implementation, the driving wheel structure provided in the embodiment of the present application, the brake clutch mechanism also includes a shell, the shell has a accommodating cavity, one side of the shell has an opening connected to the accommodating cavity, the clutch assembly and the transmission assembly are arranged in the accommodating cavity through the opening, and the opening is connected to the support assembly.

[0033] In a possible implementation, in the driving wheel structure provided in the embodiment of the present application, an inverted hole is provided on a side of the shell facing away from the outlet, and the transmission assembly is rotatably connected to the inverted hole.

[0034] In a possible implementation, in the driving wheel structure provided in the embodiment of the present application, a housing is provided with an avoidance hole communicating with the accommodating cavity, and the brake assembly is connected to the clutch assembly via the avoidance hole.

[0035] In one possible implementation, the driving wheel structure provided in an embodiment of the present application, the brake assembly includes a brake member and at least two connecting rods arranged on one side of the brake member, at least two connecting rods are connected to the clutch assembly, and the side of the brake member facing away from the connecting rod is in contact with or out of contact with the driving wheel.

[0036] In a possible implementation, in the driving wheel structure provided by the embodiment of the present application, the brake assembly also includes a brake push plate, the connecting rod is connected to the brake push plate, and the brake push plate is connected to the clutch assembly.

[0037] In one possible implementation, the driving wheel structure provided in the embodiment of the present application, the driving assembly includes a second driving member and a reduction member, the second driving member is connected to the brake clutch mechanism through the reduction member, the second driving member is used to drive the driving wheel to rotate, and the reduction member is used to reduce the rotational speed of the driving wheel relative to the second driving member.

[0038] In a second aspect, an embodiment of the present application provides a chassis, comprising a chassis body and any one of the above-mentioned drive wheel structures, wherein the drive wheel structure is connected to the chassis body.

[0039] In one possible implementation, in the chassis provided in the embodiment of the present application, the support assembly of the drive wheel structure includes a support member and a hinge, the drive assembly and the brake clutch mechanism of the drive wheel structure are both connected to the support member, and the support member is hinged to the chassis body through the hinge.

[0040] In a possible implementation, the chassis provided in the embodiment of the present application further includes a suspension assembly, wherein the suspension assembly connects the support member and the chassis body;

[0041] The suspension assembly is configured to partially deform to cushion the rotation of the support member when the support member rotates relative to the chassis body.

[0042] In a third aspect, an embodiment of the present application provides a robot, comprising a robot body and any one of the above-mentioned chassis, wherein the chassis is connected to the robot body.

[0043] The driving wheel structure, chassis and robot provided by the present application. The driving wheel structure includes a driving component, a driving wheel, a brake clutch mechanism and a supporting component. The driving component is connected to the driving wheel through the brake clutch mechanism, and the brake clutch mechanism is separately arranged from the driving component and located on opposite sides of the supporting component. Under the condition of emergency braking, when the driving component stops, the brake clutch mechanism can be disengaged from the driving component to avoid mutual impact and wear between the driving component and the brake clutch mechanism, and can also prevent the driving component from further outputting power to the driving wheel. At the same time, the brake clutch mechanism abuts against the driving wheel and frictionally stops rotation, so that the driving wheel can quickly stop rotating when losing power, reducing the mutual wear time between the brake clutch mechanism and the driving wheel. And because the driving component and the brake clutch mechanism are separately arranged on opposite sides of the supporting component, the debris generated by the friction between the brake clutch mechanism and the driving wheel will not accumulate in the driving component. In this way, the braking efficiency and braking safety of the driving wheel structure are comprehensively improved, dust and debris are not easily accumulated, the service life is long, and it is convenient for maintenance. Description of the Drawings

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required to be used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained according to these drawings without creative efforts.

[0045] Figure 1 Structural schematic diagram of the chassis provided by the embodiment of the present application;

[0046] Figure 2 For Figure 1 Partial enlarged view of part A showing the driving wheel structure in

[0047] Figure 3 For Figure 2 Structural schematic diagram of the driving wheel structure in

[0048] Figure 4 For Figure 3 Exploded view of the driving wheel structure in

[0049] Figure 5 For Figure 4 Partial exploded view of part of the brake clutch mechanism in

[0050] Figure 6 For Figure 5 Exploded view of the structural member and the meshing member in

[0051] Figure 7 For Figure 5 Structural schematic diagram of the brake component in

[0052] Figure 8 is Figure 4 a cross-sectional view of the middle housing;

[0053] Figure 9 is Figure 4 a schematic structural diagram of the driving wheel in the middle;

[0054] Figure 10 is Figure 4 a schematic structural diagram of the support assembly in the middle;

[0055] Figure 11 is the usage state of the driving wheel structure provided by the embodiment of the present application Figure One ;

[0056] Figure 12 is the usage state of the driving wheel structure provided by the embodiment of the present application Figure Two .

[0057] Explanation of reference numerals:

[0058] 100 - driving assembly; 110 - second driving member; 120 - speed reducer;

[0059] 200 - driving wheel;

[0060] 300 - brake clutch mechanism;

[0061] 310 - transmission assembly; 311 - transmission member; 3111 - first engagement portion; 312 - second bearing; 313 - output member; 3131 - second engagement portion; 314 - third bearing;

[0062] 320 - clutch assembly; 321 - rotating member; 322 - decoupling member; 3221 - first mounting hole; 323 - reset member; 324 - guiding member; 325 - first driving member; 326 - retaining plate; 327 - engaging member; 3271 - first circlip; 328 - first bearing; 3281 - second circlip;

[0063] 330 - brake assembly; 331 - braking member; 332 - connecting rod; 333 - brake push plate;

[0064] 340 - housing; 341 - accommodation cavity; 342 - opening; 343 - inward turning hole; 344 - avoidance hole;

[0065] 400 - support assembly;

[0066] 410 - support member; 411 - second mounting hole;

[0067] 420 - hinge member;

[0068] 500 - suspension assembly;

[0069] 600 - chassis main body. Detailed implementation manners

[0070] To make the objectives, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the preferred embodiments of the present application. In the drawings, the same or similar reference numerals represent the same or similar components or components with the same or similar functions from beginning to end. The described embodiments are some but not all of the embodiments of the present application. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present application, and should not be construed as a limitation to the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the scope of protection of the present application. The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0071] In the description of the present application, it should be noted that, unless otherwise clearly defined and limited, the terms "installed", "connected" and "coupled" should be understood in a broad sense and can be used interchangeably. For example, "connected" can be a direct connection or an indirect connection through an intermediate medium; it can be a fixed connection (such as a non-detachable fixed connection like welding, and a detachable fixed connection using a fixing structure such as a screw), or a sliding connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0072] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is the orientation or positional relationship based on the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0073] The terms "first", "second", "third" (if any) in the description and claims of the present application and the above accompanying drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here.

[0074] In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or display that includes a series of steps or modules does not necessarily have to be limited to those steps or modules clearly listed, but may include other steps or modules not clearly listed or inherent to these processes, methods, products or displays.

[0075] As described in the background art, the logistics robot includes a robot main body and a chassis for driving the movement of the robot main body. The chassis includes a chassis main body and a drive wheel structure provided on the chassis main body, and the drive wheel structure drives the movement of the chassis main body and the robot main body.

[0076] The drive wheel structure includes a drive motor and a drive wheel. A brake assembly is integrated in the drive motor, and the brake assembly has components such as friction plates. The output shaft of the drive motor is in transmission connection with the drive wheel, so that when the output shaft rotates, the drive wheel can be driven to rotate, so that the drive wheel drives the chassis main body to move, and at this time, the friction plate is disengaged from the output shaft, and the output shaft of the drive motor will drive the friction plate to rotate synchronously.

[0077] When braking is required, the friction plate will move closer to the output shaft of the drive motor to engage the output shaft of the drive motor, so that friction occurs between the friction plate and the output shaft of the drive motor, reducing the rotation speed of the drive motor, so that the output shaft of the drive motor together with the drive wheel stops rotating, and finally the chassis main body brakes.

[0078] However, when the friction plate engages the output shaft of the drive motor, the friction plate and the output shaft of the drive motor will wear each other and generate debris or dust. With such a drive wheel assembly, it is easy for the debris or dust generated by the wear of the friction plate to accumulate at the output shaft of the drive motor. If the dust and debris need to be removed, the entire drive motor needs to be removed for maintenance or replacement, resulting in the inconvenience of maintaining the drive wheel structure.

[0079] At the same time, the accumulated debris or dust will also interfere with the normal operation of the drive motor and block the normal engagement or disengagement of the friction plate.

[0080] Moreover, the friction plate directly engages the output shaft of the drive motor and brakes by friction with the output shaft of the drive motor, which will cause a large impact on the drive motor and affect the service life of the drive motor.

[0081] In addition, if the friction plate is worn for a long time without maintenance, the engagement tightness between the friction plate and the output shaft of the drive motor will decrease, which will also affect the braking efficiency of the drive wheel structure.

[0082] In order to overcome the defects in the prior art, the present application provides a driving wheel structure, a chassis and a robot. The driving wheel structure includes a driving assembly, a driving wheel, a brake clutch mechanism and a support assembly. The driving assembly is connected to the driving wheel through the brake clutch mechanism, and the brake clutch mechanism and the driving assembly are separately arranged, respectively located on opposite sides of the support assembly. Under emergency braking conditions, when the driving assembly stops, the brake clutch mechanism can be disengaged from the driving assembly to prevent the driving assembly and the brake clutch mechanism from impacting and wearing each other. At the same time, the brake clutch mechanism abuts against the driving wheel and rubs to stop rotation, so that the driving wheel can be stopped quickly. And the debris generated by the friction between the brake clutch mechanism and the driving wheel will not accumulate in the driving assembly.

[0083] The content of the utility model will be described in detail below in conjunction with the accompanying drawings so that those skilled in the art can understand the content of the utility model more clearly and in detail.

[0084] Reference Figures 1 to 4 As shown, the embodiment of the present application provides a driving wheel structure, including a driving assembly 100, a driving wheel 200, a brake clutch mechanism 300 and a support assembly 400, wherein the driving assembly 100 and the brake clutch mechanism 300 are respectively arranged on opposite sides of the support assembly 400, and the driving assembly 100 is transmission-connected to the driving wheel 200 through the brake clutch mechanism 300, so that the output power of the driving assembly 100 is transmitted to the driving wheel 200 through the brake clutch mechanism 300;

[0085] The brake clutch mechanism 300 is configured to partially move relative to the support assembly 400 when the drive assembly 100 stops running, so as to disengage the drive assembly 100 from the transmission, and abut against the drive wheel 200 to prevent the drive wheel 200 from rotating by friction.

[0086] It can be understood that the driving wheel structure can be set on the chassis of robot equipment such as logistics robots to drive the chassis to move, and can also be set on other equipment that needs to be moved. This application does not impose any restrictions on this.

[0087] The driving assembly 100 and the brake clutch mechanism 300 are both connected to the support assembly 400, and the support assembly 400 is used to provide stable support for the installation of the driving assembly 100 and the brake clutch mechanism 300. The support assembly 400 can be connected to the chassis of the robot to achieve the installation of the driving wheel structure to the chassis.

[0088] The driving assembly 100 is connected to the driving wheel 200 through the brake clutch mechanism 300, so that the driving assembly 100 provides power to the driving wheel 200 through the brake clutch mechanism 300. The brake clutch mechanism 300 can abut against the driving wheel 200 during braking, so that the rotation speed of the driving wheel 200 can be reduced by friction to complete the braking of the driving wheel 200. Therefore, the driving assembly 100 and the brake clutch mechanism 300 are respectively arranged on opposite sides of the support assembly 400, so that the driving assembly 100 and the brake clutch mechanism 300 can be relatively separated, and the transmission structure of integrating the brake clutch mechanism 300 inside the driving assembly 100 is eliminated. The drive assembly 100 and the brake clutch mechanism 300 are arranged separately, so that the drive assembly 100 and the brake clutch mechanism 300 are relatively independent. When the brake clutch mechanism 300 and the driving wheel 200 rub against each other to generate debris and dust, the debris and dust are located at the contact surface between the brake clutch mechanism 300 and the driving wheel 200. When the driving wheel 200 rotates, the debris and dust may be naturally thrown off with the rotation of the driving wheel 200, or a very small amount of debris and dust may be mixed into the brake clutch mechanism 300, but it is difficult to enter the drive assembly 100 due to the obstruction of the support assembly 400. Moreover, when the drive assembly 100 or the brake clutch mechanism 300 needs to be maintained, the corresponding components can be removed for maintenance without the need to remove the entire structure, so that the maintenance of the driving wheel structure is simple.

[0089] Furthermore, when the driving wheel structure brakes, the brake clutch mechanism 300 can not only stop the rotation by friction when it contacts the driving wheel 200, but also disengage the transmission from the driving assembly 100, thereby blocking the power transmission between the driving assembly 100 and the driving wheel 200. With such a configuration, on the one hand, the driving wheel 200 loses power and stops rotating as soon as possible due to the friction of the brake clutch mechanism 300, thereby improving the braking efficiency; on the other hand, after the driving assembly 100 stops running due to power failure, it can idle and gradually stop rotating, rather than stop rotating quickly due to the impact of the output shaft being engaged, thereby preventing the driving assembly 100 from being impacted during braking, effectively preventing the driving assembly 100 from being damaged, and extending the service life of the driving assembly 100.

[0090] Therefore, the driving wheel structure, chassis and robot provided by the present application, the driving wheel structure includes a driving assembly 100, a driving wheel 200, a brake clutch mechanism 300 and a support assembly 400, the driving assembly 100 is connected to the driving wheel 200 through the brake clutch mechanism 300, and the brake clutch mechanism 300 and the driving assembly 100 are separately arranged, and are respectively located on opposite sides of the support assembly 400. Under emergency braking conditions, when the driving assembly 100 stops, the brake clutch mechanism 300 can be disengaged from the driving assembly 100 to avoid mutual impact and wear between the driving assembly 100 and the brake clutch mechanism 300, and can also prevent the driving assembly 100 from further outputting power to the driving wheel 200.

[0091] Meanwhile, the brake clutch mechanism 300 abuts against the driving wheel 200 and frictionally stops its rotation, enabling the driving wheel 200 to quickly stop rotating when losing power and reducing the mutual wear time between the brake clutch mechanism 300 and the driving wheel 200. And since the driving assembly 100 and the brake clutch mechanism 300 are separately arranged on opposite sides of the support assembly 400, the debris generated by the friction between the brake clutch mechanism 300 and the driving wheel 200 will not accumulate in the driving assembly 100. Thus, the braking efficiency and braking safety of the driving wheel structure are comprehensively improved, dust and debris are not easily accumulated, the service life is relatively long, and it is convenient for maintenance.

[0092] In some embodiments, referring to Figure 4 、 Figure 5 、 Figure 11 and Figure 12 as shown, the brake clutch mechanism 300 includes a moving unit and a transmission assembly 310 arranged on the moving unit. The moving unit is connected to the support assembly 400;

[0093] The driving assembly 100 is in transmission connection with the transmission assembly 310 through the moving unit, and the transmission assembly 310 is connected to the driving wheel 200;

[0094] The moving unit is configured to move partially relative to the support assembly 400, so that the transmission assembly 310 is in transmission connection with or disengaged from the driving assembly 100, and is disengaged from or abuts against the driving wheel 200.

[0095] It can be understood that the moving unit is connected to the support assembly 400, and the transmission assembly 310 is arranged on the moving unit, so that both the moving unit and the transmission assembly 310 can be stably installed on the support assembly 400. Among them, the transmission assembly 310 is connected to the driving wheel 200, and the driving assembly 100 can transmit power to the driving wheel 200 through the transmission assembly 310.

[0096] Part of the moving unit can move relative to the support assembly 400, that is, when part of the moving unit moves, its relative positions with both the transmission assembly 310 and the driving assembly 100 will change. When part of the moving unit moves to a position where it can be connected to both the transmission assembly 310 and the driving assembly 100, the driving assembly 100 can be in transmission connection with the transmission assembly 310 through the moving unit, forming a transmission path that is sequentially connected by the driving assembly 100, the moving unit, the transmission assembly 310, and the driving wheel 200. When part of the moving unit moves to disconnect from one of the transmission assembly 310 and the driving assembly 100, this transmission path will be interrupted, and the driving assembly 100 will not be able to smoothly transmit power to the driving wheel 200.

[0097] Meanwhile, when the transmission path is connected, some of the moving units are in a state of being disengaged from the driving wheel 200 to prevent the moving units from rubbing against the driving wheel 200 and affecting the rotation of the driving wheel 200. When the transmission path is disconnected, it can be considered that the driving wheel 200 needs to be braked, and some of the driving units can be brought into contact with the driving wheel 200 to achieve frictional rotation stopping.

[0098] Among them, referring to Figure 4 , Figure 5 , Figure 11 and Figure 12 as shown, the moving unit includes a clutch assembly 320 and a brake assembly 330 disposed on the clutch assembly 320. The clutch assembly 320 is connected to the support assembly 400, and the drive assembly 100 is in transmission connection with the transmission assembly 310 through the clutch assembly 320;

[0099] The clutch assembly 320 is configured to move partially relative to the support assembly 400 so that the brake assembly 330 is disengaged from or engaged with the driving wheel 200.

[0100] It can be understood that the moving unit is divided into a clutch assembly 320 and a brake assembly 330 disposed on the clutch assembly 320. Some of the clutch assemblies 320 can move in different directions to achieve driving the brake assembly 330 to disengage from the driving wheel 200 while connecting the drive assembly 100 and the transmission assembly 310 in transmission, or driving the brake assembly 330 to engage with the driving wheel 200 while disconnecting the drive assembly 100 and the transmission assembly 310 from transmission.

[0101] Among them, the brake assembly 330 is disposed on the clutch assembly 320 and can move along with the clutch assembly 320 under the drive of some of the clutch assemblies 320. Therefore, only by controlling the movement of the clutch assembly 320 can the movement control of both the clutch assembly 320 and the brake assembly 330 be achieved, making the structure of the moving unit simpler and more compact.

[0102] Specifically, referring to Figure 4 , Figure 5 , Figure 6 , Figure 11 and Figure 12 as shown, the clutch assembly 320 includes at least one rotating member 321 and a decoupling member 322. The rotating member 321 is rotatably connected to the support assembly 400, and both the brake assembly 330 and the decoupling member 322 are connected to the rotating member 321;

[0103] The rotating member 321 is configured to rotate relative to the support assembly 400 to drive the decoupling member 322 and the brake assembly 330 to approach each other, so that the transmission assembly 310 and the drive assembly 100 are in transmission connection.

[0104] With such a setting, the rotating member 321 is rotatably connected to the support assembly 400, and the brake assembly 330 and the decoupling member 322 are both connected to the rotating member 321, which can enable the rotating member 321 to rotate stably relative to the support assembly 400. When the rotating member 321 rotates, the rotational movement of the rotating member 321 is converted into the relative movement of the decoupling member 322 and the brake assembly 330, and the decoupling member 322 and the brake assembly 330 are driven to approach each other. When the decoupling member 322 and the brake assembly 330 approach each other, the transmission assembly 310 and the drive assembly 100 are simultaneously connected to the decoupling member 322 to achieve the transmission connection between the transmission assembly 310 and the drive assembly 100, and at this time, the brake member 331 is disengaged from the driving wheel 200. Similarly, when the decoupling member 322 and the brake assembly 330 move away from each other, the structural member can be disengaged from the transmission assembly 310, and the brake assembly 330 can be brought into contact with the driving wheel 200.

[0105] It can be understood that by setting the decoupling member 322 and the brake assembly 330 to approach or move away from each other, the clutch operation and the brake operation are realized. The decoupling member 322 and the brake assembly 330 can always move in opposite directions and receive forces in opposite directions, so that the entire brake clutch mechanism 300 is always in a force balance state, ensuring the structural stability of the brake clutch mechanism 300.

[0106] In some embodiments, to enable the decoupling member 322 and the brake assembly 330 to move away from each other smoothly, referring to Figure 4 , Figure 5 , Figure 11 and Figure 12 as shown, the clutch assembly 320 further includes at least one reset member 323, and the reset member 323 is disposed between the decoupling member 322 and the brake assembly 330;

[0107] The reset member 323 is configured to drive the decoupling member 322 and the brake assembly 330 to move away from each other when the drive assembly 100 stops operating, so that the brake assembly 330 is in contact with the driving wheel 200.

[0108] It can be understood that by driving the decoupling member 322 and the brake assembly 330 to move away from each other by the reset member 323, the decoupling member 322 and the brake assembly 330 can move away at a relatively fast speed to ensure that the driving wheel structure can brake smoothly in an emergency braking situation. Moreover, by enabling the reset member 323 and the rotating member 321 to drive the decoupling member 322 and the brake assembly 330 to move in different directions respectively, the reset member 323 and the rotating member 321 can also cooperate with each other to ensure that the decoupling member 322 and the brake assembly 330 can move efficiently and smoothly.

[0109] In specific implementation, two threaded portions are respectively provided on the rotating member 321, and the thread directions of the two threaded portions are opposite, and the decoupling member 322 and the brake assembly 330 are respectively threadedly connected to the corresponding threaded portions.

[0110] It can be understood that by separately arranging the decoupling member 322 and the brake assembly 330 on two threaded portions with opposite helix directions on the rotating member 321, it is convenient for the rotating member 321 to rotate in a single direction to control the decoupling member 322 and the brake assembly 330 to move in different directions, with relatively high control efficiency, balanced force, and stable movement process.

[0111] In some embodiments, referring to Figure 4 、 Figure 5 、 Figure 11 and Figure 12 as shown, the clutch assembly 320 further includes at least one guiding member 324. The guiding member 324 is connected to the support assembly 400. Both the decoupling member 322 and the brake assembly 330 are slidably connected to the guiding member 324. The guiding member 324 is used to provide moving guidance for the decoupling member 322 and the brake assembly 330.

[0112] It can be understood that the rotating member 321 is located on the side of the decoupling member 322 and the brake assembly 330. When the rotating member 321 drives the decoupling member 322 and the brake assembly 330 to move, it may cause the other side of the decoupling member 322 and the brake assembly 330 to lack transmission, resulting in force deviation of the decoupling member 322 and the brake assembly 330, and thus movement obstruction. If a rotating member 321 is also arranged on the other side of the decoupling member 322 and the brake assembly 330 to prevent force deviation, the structure of the clutch assembly 320 will be more complex, not convenient for control, and increase costs. By arranging the guiding member 324, the guiding member 324 can provide moving guidance when the decoupling member 322 and the brake assembly 330 move, and thereby limit the force deviation of the decoupling member 322 and the brake assembly 330, ensuring that the decoupling member 322 and the brake assembly 330 can move smoothly.

[0113] It should be noted that when at least one guiding member 324 is arranged, it can be located on the opposite side of the rotating member 321. When two or more guiding members 324 are arranged, the guiding members 324 and the rotating member 321 can be arranged at intervals on the circumferential side of the decoupling member 322 and the brake assembly 330 to make the force balanced.

[0114] In specific implementation, through holes corresponding to the rotating member 321 and the guiding member 324 are arranged on the decoupling member 322. A ball screw nut is installed in the through hole corresponding to the rotating member 321. The decoupling member 322 is connected to the rotating member 321 through the ball screw nut. A sliding bearing is installed in the through hole corresponding to the guiding member 324. The decoupling member 322 is connected to the guiding member 324 through the sliding bearing.

[0115] In some embodiments, referring to Figure 4 、 Figure 5 、 Figure 11 and Figure 12As shown, the clutch assembly 320 further includes a first driving member 325. The first driving member 325 is connected to the rotating member 321, and the first driving member 325 drives the rotating member 321 to rotate.

[0116] By providing the first driving member 325, the first driving member 325 drives the rotating member 321 to rotate, so that the rotating member 321 can stably drive the decoupling member 322 and the brake assembly 330 to approach each other.

[0117] It can be understood that when the driving assembly 100 is started, the first driving member 325 should be started and drive the rotating member 321 to rotate, so that the decoupling member 322 and the brake assembly 330 approach each other until the driving assembly 100 and the transmission assembly 310 are transmitted through the decoupling member 322. Then, the first driving member 325 stops rotating and the rotating member 321 is kept in the current position to ensure that the decoupling member 322 and the brake assembly 330 are in a state of approaching each other. When the driving assembly 100 is powered off, that is, when the driving wheel structure needs to be braked, the first driving member 325 is also powered off synchronously to lose the holding limit on the rotating member 321. Then, the reset member 323 resets, driving the decoupling member 322 and the brake assembly 330 to move away from each other. When the decoupling member 322 and the brake assembly 330 move away from each other, the rotating member 321 will also be driven to rotate in the reverse direction.

[0118] Specifically, the first driving member 325 is a driving motor provided on the support assembly 400. The driving motor and the rotating member 321 are respectively located on opposite sides of the support assembly 400, and the first driving member 325 is connected to the support assembly 400. The first driving member 325 partially passes through the support assembly 400 and is coaxially connected to the rotating member 321 to drive the rotating member 321 to rotate.

[0119] And in some embodiments, referring to Figure 4 、 Figure 5 、 Figure 11 and Figure 12 As shown, at least one reset member 323 is provided on at least one of the rotating member 321 and the guiding member 324.

[0120] By providing the reset member 323 on the rotating member 321 or the guiding member 324, the space occupied by the reset member 323 can be reduced, and the space utilization rate of the clutch assembly 320 can be improved, making the clutch assembly 320 more compact.

[0121] In specific implementation, the reset member 323 can be provided on both the rotating member 321 and the guiding member 324, so that when the reset member 323 drives the decoupling member 322 and the brake assembly 330 to move away from each other, the force is more balanced and stable.

[0122] Further, referring to Figure 4 、 Figure 5 、 Figure 11 andFigure 12 As shown, the clutch assembly 320 further includes at least one retaining piece 326 sleeved on at least one of the rotating member 321 and the guiding member 324. Resetting members 323 are arranged on both sides of the retaining piece 326. One end of the resetting member 323 abuts against the retaining piece 326, and the other end abuts against the decoupling member 322 or the brake assembly 330 correspondingly.

[0123] Two resetting members 323 are arranged on the rotating member 321 and the guiding member 324. A retaining piece 326 sleeved on the rotating member 321 or the guiding member 324 correspondingly is arranged between the two resetting members 323, so that the opposite sides of the retaining piece 326 respectively abut against the resetting members 323 for positioning, ensuring the relative positions of the two resetting members 323 are stable. Arranging two resetting members 323 can increase the driving force when the decoupling member 322 and the brake assembly 330 move away from each other, so that the decoupling member 322 and the brake assembly 330 can move away quickly, improving the efficiency of the braking action and the clutch action.

[0124] Exemplarily, the resetting member 323 is an elastic member. Setting the resetting member 323 as an elastic member, such as a helical spring, has a simple structure, low cost, and is easy to install and replace. And the elastic member has good elastic compression and reset ability, facilitating driving the decoupling member 322 and the brake assembly 330 to separate quickly.

[0125] In addition, in some embodiments, the decoupling member 322 and the brake assembly 330 may also be arranged at intervals and always move synchronously. In this way, when the rotating member 321 drives the brake assembly 330 to move away from the driving wheel 200 through rotation to disengage from the driving wheel 200, the decoupling member 322 synchronously moves from the transmission assembly 310 towards the driving assembly 100 to be respectively connected to the driving assembly 100 and the transmission assembly 310, realizing the transmission between the driving assembly 100 and the transmission assembly 310. And when the rotating member 321 drives the brake assembly 330 to approach the driving wheel 200 to abut against the driving wheel 200, the decoupling member 322 synchronously moves away from the driving assembly 100 to disconnect from the driving assembly 100, realizing the disconnection of the transmission between the driving assembly 100 and the transmission assembly 310. The present application does not limit this.

[0126] In this regard, it should be noted that at this time, the brake assembly 330 and the decoupling member 322 can be rigidly connected by a connecting rod to ensure the synchronous movement of the brake assembly 330 and the decoupling member 322, and only a single-threaded portion with a single rotation direction needs to be arranged on the rotating member 321, and the resetting member 323 is located on the same side of both the brake assembly 330 and the decoupling member 322.

[0127] And, in some embodiments, referring to Figure 4 、 Figure 5 、 Figure 6 、 Figure 11 and Figure 12As shown, the clutch assembly 320 further includes an engaging member 327 disposed on the decoupling member 322, and the engaging member 327 is used for driving engagement with the transmission assembly 310.

[0128] The engaging member 327 is disposed on the decoupling member 322. When the decoupling member 322 moves toward the transmission assembly 310, it is in driving engagement with the transmission assembly 310 through the engaging member 327, so that the decoupling member 322 and the transmission assembly 310 are stably driven. Among them, the engaging member 327 can be a spline nut, and a structure adapted to the spline nut is provided on the transmission assembly 310 to ensure the stability of the driving between the engaging member 327 and the transmission assembly 310.

[0129] Adopting a spline structure can make the connection between the decoupling member 322 and the transmission assembly 310 reliable, with a smaller rotational clearance and higher meshing accuracy.

[0130] Further, referring to Figure 4 、 Figure 5 、 Figure 6 、 Figure 11 and Figure 8 As shown, the clutch assembly 320 further includes a first bearing 328. A first mounting hole 3221 is formed on the decoupling member 322, and the first bearing 328 is disposed in the first mounting hole 3221 and sleeved on the engaging member 327.

[0131] The engaging member 327 is disposed in the first mounting hole 3221 of the decoupling member 322 through the first bearing 328 and a snap ring member adapted to the first bearing 328. Specifically, the engaging member 327 is connected to the inner ring of the first bearing 328 through a first snap ring 3271, and the outer ring of the first bearing 328 is connected to the first mounting hole 3221 of the decoupling member 322 through a second snap ring 3281, which facilitates the rotation of the engaging member 327 relative to the decoupling member 322. When the engaging member 327 is in driving connection with the transmission assembly 310, it can rotate together with the transmission assembly 310, while the decoupling member 322 is not affected by the transmission of the transmission assembly 310. Exemplarily, the first bearing 328 can be a rolling bearing.

[0132] In some embodiments, referring to Figure 4 、 Figure 5 、 Figure 8 、 Figure 11 and Figure 12 As shown, the brake clutch mechanism 300 further includes a housing 340. The housing 340 has an accommodation cavity 341 therein, and one side of the housing 340 has an opening 342 communicating with the accommodation cavity 341. The clutch assembly 320 and the transmission assembly 310 are disposed in the accommodation cavity 341 through the opening 342, and the opening 342 is connected to the support assembly 400.

[0133] Through the housing 340, the clutch assembly 320 and the transmission assembly 310 disposed in the accommodation cavity 341 of the housing 340 are protected to prevent direct contact between external impurities and dust and the interior of the brake clutch mechanism 300.

[0134] An opening 342 is provided on one side of the housing 340, and the opening 342 communicates with the accommodation cavity 341, so that the clutch assembly 320 and the transmission assembly 310 can be assembled in the accommodation cavity 341 through the opening 342. Positioning holes corresponding to the rotating member 321 and the guiding member 324 are provided on the inner side wall of the housing 340. The rotating member 321 is rotatably connected to the corresponding positioning hole through a rolling bearing, and the guiding member 324 abuts against the corresponding positioning hole.

[0135] The support assembly 400 covers the opening 342 and is connected by fasteners. The rotating assembly is rotatably connected to the housing 340, so that the clutch assembly 320 and the transmission assembly 310 are connected to the support assembly 400 through the housing 340.

[0136] Moreover, positioning holes are also provided on the side of the support assembly 400 facing the housing 340, so that the positioning holes on the support assembly 400 and the positioning holes on the housing 340 correspond one by one, and the corresponding rotating member 321 or guiding member 324 is fixed. A rolling bearing is also provided on the positioning hole of the support assembly 400 corresponding to the rotating member 321, so that the rotating member 321 is connected to the rolling bearing.

[0137] To install the transmission assembly 310, referring to Figure 4 、 Figure 5 、 Figure 8 、 Figure 11 and Figure 12 as shown, an inwardly turned hole 343 is provided on the side of the housing 340 away from the opening 342, and the transmission assembly 310 is rotatably connected to the inwardly turned hole 343.

[0138] On the side of the housing 340 away from the opening 342, that is, on the side of the housing 340 facing the driving wheel 200, an inwardly turned hole 343 is opened. The transmission assembly 310 passes through the inwardly turned hole 343, so that the end of the transmission assembly 310 is located outside the housing 340, facilitating the connection of the transmission assembly 310 to the driving wheel 200 through the housing 340.

[0139] Moreover, the inner diameter of the driving wheel 200 is greater than the outer diameter of the housing 340, so that the driving wheel 200 can cover at least part of the housing 340, forming a space for the brake assembly 330 to move between the housing 340 and the driving wheel 200, facilitating the brake assembly 330 to smoothly abut against or disengage from the side of the driving wheel 200 facing the housing 340 under the drive of the clutch assembly 320.

[0140] Referring to Figure 4 、 Figure 5, Figure 7 , Figure 8 , Figure 11 and Figure 12 As shown in Figure 7 , Figure 8 , Figure 11 and Figure 12 , an avoidance hole 344 communicating with the accommodation cavity 341 is provided on the housing 340, and the brake assembly 330 is connected to the clutch assembly 320 through the avoidance hole 344.

[0141] The avoidance hole 344 is located on the periphery of the inward turning hole 343. By providing the avoidance hole 344 on the housing 340, after the brake assembly 330 is connected to the clutch assembly 320 in the accommodation cavity 341, a part of it can be located outside the housing 340 through the avoidance hole 344, so that the brake assembly 330 can frictionally stop the rotation of the driving wheel 200.

[0142] And with such a setting, the position where the brake assembly 330 and the driving wheel 200 friction against each other is located outside the housing 340. Even if debris and dust are generated due to mutual wear between the brake assembly 330 and the driving wheel 200, it is difficult for the debris and dust to enter the housing 340 and affect the operation of the clutch assembly 320 and the transmission assembly 310. Further, the support assembly 400 is arranged between the brake and clutch mechanism 300 and the driving assembly 100, making it even more difficult for debris and dust to enter the driving assembly 100. In addition, the position where the brake assembly 330 and the driving wheel 200 friction against each other is located in the space between the housing 340 and the driving wheel 200, and this space is directly communicated with the outside world. When the driving wheel 200 operates, the debris and dust generated by wear will be thrown out along with the trend, preventing the accumulation of debris and dust from affecting the effective frictional contact between the brake assembly 330 and the driving wheel 200, extending the maintenance cycle of the driving wheel structure, and facilitating the inspection and maintenance of the driving wheel structure.

[0143] In some embodiments, referring to Figure 4 , Figure 5 , Figure 11 and Figure 12 As shown in Figure 4 , Figure 5 , Figure 11 and Figure 12 , the transmission assembly 310 includes a transmission member 311. The transmission member 311 is rotatably connected to the support assembly 400, and the driving assembly 100 is in transmission connection with the transmission member 311 through a moving unit.

[0144] The transmission member 311 is rotatably connected to the housing 340, and the housing 340 is connected to the support assembly 400, thereby realizing the rotational connection of the transmission assembly 310 relative to the support assembly 400 and enabling the transmission assembly 310 to rotate stably. The driving assembly 100 is coaxially arranged with the transmission member 311, and the transmission member 311 is coaxially arranged with the driving wheel 200, thereby realizing the stable transmission of power.

[0145] Specifically, referring to Figure 4 , Figure 5 , Figure 9 , Figure 11 and Figure 12As shown, the transmission member 311 has a first end and a second end. A first engaging portion 3111 is provided on the first end. The first engaging portion 3111 is adapted to the moving unit, and the second end is connected to the driving wheel 200.

[0146] The first end of the transmission member 311 faces the driving assembly 100. A first engaging portion 3111 is provided on the first end. The first engaging portion 3111 is adapted to the engaging member 327. Thus, the transmission member 311 can be set as a spline shaft, and the first engaging portion 3111 is the corresponding spline structure on the spline shaft.

[0147] A blind hole is provided at the second end of the transmission member 311. The second end extends at least partially out of the housing 340 through the inwardly turned hole 343 of the housing 340, so that the driving wheel 200 can be partially sleeved on the second end and fastened to the blind hole through a fastener, realizing the connection between the driving wheel 200 and the transmission member 311.

[0148] In some embodiments, referring to Figure 4 、 Figure 5 、 Figure 8 、 Figure 11 and Figure 12 As shown, the transmission assembly 310 further includes a second bearing 312. The second bearing 312 is sleeved on the transmission member 311, and the second bearing 312 is connected to the support assembly 400.

[0149] It can be understood that by providing the second bearing 312, the outer ring of the second bearing 312 is connected to the inwardly turned hole 343, and the inner ring is connected to the transmission member 311, so that the transmission member 311 can rotate stably relative to the housing 340, and the second bearing 312 can be connected to the support assembly 400 through the housing 340.

[0150] Exemplarily, the second bearing 312 can be a rolling bearing.

[0151] Wherein, an inner retaining ring is provided on the inwardly turned hole 343, and an outer retaining ring is provided on the transmission member 311. The side of the outer ring of the second bearing 312 facing the driving wheel 200 abuts against the inner retaining ring, and the side of the inner ring of the second bearing 312 facing the driving assembly 100 abuts against the outer retaining ring. Thus, the housing 340, the second bearing 312 and the transmission member 311 can be limited by the inner retaining ring and the outer retaining ring to prevent the transmission member 311 from axially moving.

[0152] Furthermore, at least two second bearings 312 are provided. At least two second bearings 312 are sleeved on the transmission member 311 at intervals.

[0153] Two second bearings 312 are respectively provided on the transmission member 311 at intervals. The inner retaining ring of the inwardly turned hole 343 is located between the two second bearings 312 and abuts against the two second bearings 312, thus ensuring the relative stability of the two second bearings 312.

[0154] Among them, the second bearing 312 on the side of the inner retaining ring located in the inwardly turned hole 343 facing the driving wheel 200 also abuts against the driving wheel 200 to ensure the stable relative position of the driving wheel 200 and the transmission member 311, and ensure the stable and reliable contact between the brake assembly 330 and the driving wheel 200.

[0155] In some embodiments, referring to Figure 4 , Figure 5 , Figure 11 and Figure 12 as shown, the transmission assembly 310 further includes an output member 313. The output member 313 is in transmission connection with the driving assembly 100, and the output member 313 is in transmission connection with the transmission member 311 through a moving unit.

[0156] By providing the output member 313, the output member 313 is connected to the output end of the driving assembly 100, so that when the driving assembly 100 operates, the output member 313 can be driven to rotate synchronously. The output member 313 and the transmission member 311 are relatively and coaxially arranged. The decoupling member 322 moves axially along the output member 313 and the transmission member 311. When the decoupling member 322 drives the engaging member 327 to move to engage with both the output member 313 and the transmission member 311, the driving assembly 100 is in transmission connection with the driving wheel 200 through the transmission assembly 310. When the decoupling member 322 drives the engaging member 327 to move out of engagement with the output member 313, the driving assembly 100 is disengaged from the transmission assembly 310 and thus cannot transmit power to the driving wheel 200.

[0157] In specific implementation, referring to Figure 4 , Figure 5 , Figure 11 and Figure 12 as shown, the output member 313 is provided with a second engaging portion 3131, and the second engaging portion 3131 is adapted to the moving unit.

[0158] The output member 313 is provided with a second engaging portion 3131 adapted to the engaging member 327, so that the output member 313 can also be a spline shaft adapted to the engaging member 327. The second engaging portion 3131 of the output member 313 and the first engaging portion 3111 of the transmission member 311 are opposite to each other, and a fitting gap is left therebetween, so that the output member 313 and the transmission member 311 can only achieve power transmission through the engaging member 327.

[0159] The output member 313 is also coaxially provided with a connection hole, and the output end of the driving assembly 100 is inserted into the connection hole through the support assembly 400.

[0160] And, referring to Figure 4 , Figure 5 , Figure 10 , Figure 11 and Figure 12As shown, the transmission assembly 310 further includes a third bearing 314. The third bearing 314 is sleeved on the output member 313, and the third bearing 314 is connected to the support assembly 400.

[0161] The support assembly 400 is provided with a second mounting hole 411 adapted to the third bearing 314. The outer ring of the third bearing 314 is disposed in the second mounting hole 411, and the inner ring of the third bearing 314 is sleeved on the output member 313, so that the output member 313 is stably connected to the support assembly 400.

[0162] Exemplarily, the third bearing 314 may be a rolling bearing.

[0163] In specific implementation, two third bearings 314 are provided. An inner retaining ring is also provided in the mounting hole position of the support assembly 400. The two third bearings 314 are respectively located on both sides of the inner retaining ring and abut against the inner retaining ring. An outer retaining ring is provided at one end of the output member 313 facing the drive assembly 100, and the outer retaining ring abuts against the corresponding third bearing 314, so as to further ensure the relative position stability of the output member 313 and the support assembly 400 and prevent the output member 313 from axially moving.

[0164] In some embodiments, referring to Figure 4 、 Figure 5 、 Figure 7 、 Figure 11 and Figure 12 As shown, the brake assembly 330 includes a brake member 331 and at least two connecting rods 332 provided on one side of the brake member 331. The at least two connecting rods 332 are connected to the clutch assembly 320, and the side of the brake member 331 facing away from the connecting rods 332 abuts against or disengages from the drive wheel 200.

[0165] The brake member 331 is sleeved on the connecting shaft of the drive wheel 200 and the transmission member 311, and the brake member 331 is located between the drive wheel 200 and the housing 340 to frictionally abut against the drive wheel 200. At least two connecting rods 332 are connected to the side of the brake member 331 facing away from the drive wheel 200. By relatively arranging the at least two connecting rods 332 on the circumferential side of the brake member 331, the force received when the brake member 331 abuts against the drive wheel 200 is balanced.

[0166] When specifically arranged, the connecting rods 332 correspond one-to-one to the avoidance holes 344 on the housing 340. The connecting rods 332 pass through the avoidance holes 344 to be respectively connected to the rotating member 321 and the guiding member 324 of the clutch assembly 320, so that the rotating member 321 drives the brake member 331 to move under the guidance of the guiding member 324 by rotation.

[0167] Specifically, referring to Figure 4 、 Figure 5 、 Figure 7 、 Figure 11 andFigure 12 As shown, the brake assembly 330 further includes a brake push plate 333. The connecting rod 332 is connected to the brake push plate 333, and the brake push plate 333 is connected to the clutch assembly 320.

[0168] By providing the brake push plate 333, the brake push plate 333 is connected to the rotating member 321 and the guiding member 324, and the brake push plate 333 abuts against the reset member 323. Thus, when the rotating member 321 rotates, the brake push plate 333 can be moved under the guidance of the guiding member 324 and reset under the drive of the reset member 323. The brake push plate 333 is connected to the connecting rod 332, and thus when moving, it can drive the brake member 331 outside the housing 340 to abut against or disengage from the driving wheel 200.

[0169] In a specific implementation, through holes corresponding to the rotating member 321 and the guiding member 324 are provided on the brake push plate 333. A ball screw nut is installed in the through hole corresponding to the rotating member 321, and the brake push plate 333 is connected to the rotating member 321 through the ball screw nut. A sliding bearing is installed in the through hole corresponding to the guiding member 324, and the brake push plate 333 is connected to the guiding member 324 through the sliding bearing.

[0170] It should be noted here that through the above settings, the brake and clutch mechanism 300 can be separated from the drive assembly 100 and independently arranged at the end position of the transmission path and connected to the driving wheel 200, thereby avoiding integrating the brake and clutch mechanism 300 into the drive assembly 100, and then eliminating the space limitation of the drive assembly 100 on the brake and clutch mechanism 300. Therefore, the volume of the brake and clutch mechanism 300, especially the contact area between the brake member 331 and the driving wheel 200, can be increased accordingly according to the braking requirements, thereby increasing the friction force of the brake member 331 on the driving wheel 200 during braking and meeting the emergency braking requirements during the high-speed movement of the chassis. And, as the brake member 331 can achieve rapid braking of the driving wheel 200, the wear of the brake member 331 and the driving wheel 200

[0171] In addition, in some embodiments, referring to Figure 3 and Figure 4 As shown, the drive assembly 100 includes a second drive member 110 and a speed reducer 120. The second drive member 110 is connected to the brake and clutch mechanism 300 through the speed reducer 120. The second drive member 110 is used to drive the driving wheel 200 to rotate, and the speed reducer 120 is used to reduce the rotational speed of the driving wheel 200 relative to the second drive member 110.

[0172] The second driving member 110 can specifically be a driving motor, whose output end is connected to the input end of the speed reducer 120, and the output end of the speed reducer 120 is further connected to the output member 313. In this way, when the second driving member 110 operates, the speed of the second driving member 110 can be reduced by the speed reducer 120, and the power can be transmitted to the driving wheel 200 at a lower speed through the transmission assembly 310.

[0173] The braking process and starting process of the driving wheel structure provided in the embodiments of the present application will be described below.

[0174] Refer to the braking process Figure 11 As shown, when the first driving member 325 receives an emergency stop braking signal from the chassis or the robot system (or receives a signal that the second driving member 110 loses power and stops operating), the first driving member 325 is instantly powered off, and the reset member 323 on the rotating member 321 and the guiding member 324 extends, driving the decoupling member 322 to drive the engaging member 327 to disengage from the transmission member 311, and driving the brake push plate 333 to drive the brake member 331 to abut against the driving wheel 200, so that the power transmission between the output member 313 and the transmission member 311 is disconnected, and the power of the driving assembly 100 cannot be transmitted to the driving wheel 200, and the frictional resistance between the brake member 331 and the driving wheel 200 cannot be transmitted to the second driving member 110 and the speed reducer 120. At the same time, after the brake member 331 abuts against the driving wheel 200, it is pressed against the side surface of the driving wheel 200 under the pressure of the reset member 323, and the driving wheel 200 is locked by the generated frictional force, completing the braking actions of the driving wheel structure, the chassis and the robot.

[0175] Refer to the starting process Figure 12 As shown, when the first driving member 325 receives a starting operation signal from the chassis or the robot system (or receives a signal that the second driving member 110 is powered on and starts operating), the clutch motor is powered on to drive, overcoming the resistance of the reset member 323, driving the rotating member 321 to rotate, so that the brake member 331 moves away from the driving wheel 200 to disengage from the driving wheel 200, and the frictional force exerted by the brake member 331 on the driving wheel 200 is released. At the same time, the decoupling member 322 drives the engaging member 327 to move towards the transmission member 311, so that the output member 313 and the transmission member 311 are in transmission connection, transmitting the power of the driving assembly 100 to the driving wheel 200, driving the driving wheel 200 to rotate, and completing the actions required for the operation of the driving wheel structure, the chassis and the robot.

[0176] The embodiments of the present application also provide a chassis, including a chassis main body 600 and any one of the above driving wheel structures, and the driving wheel structure is connected to the chassis main body 600.

[0177] Among them, the driving wheel structure provided in the embodiments of the present application has been described in detail in the above embodiments, and will not be elaborated here.

[0178] In some embodiments, referring to Figures 1 to 3 As shown, the support assembly 400 of the drive wheel structure includes a support member 410 and a hinge member 420. Both the drive assembly 100 and the brake clutch mechanism 300 of the drive wheel structure are connected to the support member 410, and the support member 410 is hinged to the chassis main body 600 through the hinge member 420.

[0179] In specific implementation, both the drive assembly 100 and the brake clutch mechanism 300 of the drive wheel structure are connected to the support member 410. The support member 410 can specifically be a plate member, providing a stable and ample installation space for the drive assembly 100 and the brake clutch mechanism 300.

[0180] The support member 410 is connected to the chassis main body 600 through the hinge member 420, so that the drive wheel structure can swing to a certain extent relative to the tray main body under the action of the hinge member 420. In this way, when traveling on various bumpy road conditions of the chassis, it can swing adaptively according to the road conditions, thereby maintaining the stability of the chassis main body 600.

[0181] Furthermore, referring to Figures 1 to 3 As shown, the chassis provided by the embodiment of the present application further includes a suspension assembly 500. The suspension assembly 500 connects the support member 410 and the chassis main body 600;

[0182] The suspension assembly 500 is configured to partially deform to buffer the rotation of the support member 410 when the support member 410 rotates relative to the chassis main body 600.

[0183] The suspension assembly 500 includes a damping spring, a pressure telescopic rod, and a hinge member 420. The damping spring is sleeved on the pressure telescopic rod, and both ends of the damping spring are respectively connected to both ends of the pressure telescopic rod. Both ends of the pressure telescopic rod are respectively hinged to the chassis main body 600 and the support member 410 through the hinge member 420. In this way, when the support member 410 swings relative to the chassis main body 600, it can drive the damping spring and the pressure telescopic rod to compress. After the damping spring and the pressure telescopic rod are compressed, they reset and elongate, thereby buffering the swing of the support member 410 to keep the support member 410 at the initial position and float relative to the initial position.

[0184] With such a setting, it can effectively relieve the bump impact during the chassis driving, ensure the stability of the chassis main body 600, and also enable the drive wheel 200 to always maintain good contact with the road surface and prevent the drive wheel 200 from slipping.

[0185] In addition, the drive wheel structures are oppositely arranged on the opposite sides of the chassis main body 600 to drive the chassis main body 600 to move. A plurality of driven wheels are also spaced around the chassis main body 600 to make the movement of the chassis main body 600 more convenient.

[0186] An embodiment of the present application further provides a robot, including a robot main body and any one of the above chassis, and the chassis is connected to the robot main body.

[0187] Among them, the chassis and the driving wheel structure provided on the chassis have been described in detail in the above embodiments, and will not be elaborated here.

[0188] The driving wheel structure, chassis and robot provided by the present application, the driving wheel structure includes a driving assembly 100, a driving wheel 200, a brake clutch mechanism 300 and a support assembly 400. The driving assembly 100 is connected to the driving wheel 200 through the brake clutch mechanism 300, and the brake clutch mechanism 300 is separately arranged from the driving assembly 100 and is located on opposite sides of the support assembly 400. In the case of emergency braking, when the driving assembly 100 stops, the brake clutch mechanism 300 can be disengaged from the driving assembly 100 to avoid mutual impact and wear between the driving assembly 100 and the brake clutch mechanism 300, and can also prevent the driving assembly 100 from further outputting power to the driving wheel 200.

[0189] At the same time, the brake clutch mechanism 300 abuts against the driving wheel 200 and frictionally stops rotation, which can make the driving wheel 200 stop rotating quickly when losing power, and reduce the mutual wear time between the brake clutch mechanism 300 and the driving wheel 200. And because the driving assembly 100 and the brake clutch mechanism 300 are separately arranged on opposite sides of the support assembly 400, the debris generated by the friction between the brake clutch mechanism 300 and the driving wheel 200 will not accumulate in the driving assembly 100. In this way, the braking efficiency and braking safety of the driving wheel structure are comprehensively improved, dust and debris are not easily accumulated, the service life is relatively long, and it is convenient for maintenance.

[0190] Finally, it should be noted that: 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 foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A driving wheel structure, characterized in that, It includes a driving component, a driving wheel, a brake clutch mechanism and a supporting component. The driving component and the brake clutch mechanism are respectively arranged on opposite sides of the supporting component. The driving component is in transmission connection with the driving wheel through the brake clutch mechanism, so that the output power of the driving component is transmitted to the driving wheel through the brake clutch mechanism. The brake clutch mechanism is configured to move partially relative to the supporting component when the driving component stops operating, so as to disengage from the driving component in transmission and abut against the driving wheel, so that the driving wheel is frictionally stopped.

2. The drive wheel structure according to claim 1, wherein The brake clutch mechanism includes a moving unit and a transmission component arranged on the moving unit. The moving unit is connected to the supporting component. The driving component is in transmission connection with the transmission component through the moving unit, and the transmission component is connected to the driving wheel. The moving unit is configured to move partially relative to the supporting component, so that the transmission component is in transmission connection with or disengaged from the driving component, and is disengaged from or abuts against the driving wheel.

3. The drive wheel structure according to claim 2, characterized in that, The moving unit includes a clutch component and a brake component arranged on the clutch component. The clutch component is connected to the supporting component, and the driving component is in transmission connection with the transmission component through the clutch component. The clutch component is configured to move partially relative to the supporting component, so that the brake component is disengaged from or abuts against the driving wheel.

4. The drive wheel structure according to claim 3, characterized in that, The clutch component includes at least one rotating member and a decoupling member. The rotating member is rotatably connected to the supporting component, and both the brake component and the decoupling member are connected to the rotating member. The rotating member is configured to rotate relative to the supporting component to drive the decoupling member and the brake component to approach each other, so that the transmission component and the driving component are in transmission connection.

5. The drive wheel structure according to claim 4, characterized in that, The clutch component further includes at least one reset member, and the reset member is arranged between the decoupling member and the brake component. The reset member is configured to drive the decoupling member and the brake component to move away from each other when the driving component stops operating, so that the brake component abuts against the driving wheel.

6. The drive wheel structure according to claim 4, characterized in that, Two threaded portions are respectively arranged on the rotating member, and the two threaded portions have opposite helix directions. The decoupling member and the brake component are respectively threadedly connected to the corresponding threaded portions.

7. The drive wheel structure according to claim 5, wherein The clutch component further includes at least one guiding member, and the guiding member is connected to the supporting component. Both the decoupling member and the brake component are slidably connected to the guiding member, and the guiding member is used to provide a moving guide for the decoupling member and the brake component.

8. The drive wheel structure according to claim 5, characterized in that, The clutch component further includes a first driving member, and the first driving member is connected to the rotating member. The first driving member drives the rotating member to rotate.

9. The drive wheel structure according to claim 7, wherein, At least one of the rotating member and the guiding member is provided with at least one of the reset members.

10. The drive wheel structure according to claim 9, characterized in that, The clutch component further includes at least one retaining piece, and the retaining piece is sleeved on at least one of the rotating member and the guiding member. The reset members are arranged on both sides of the retaining piece. One end of the reset member abuts against the retaining piece, and the other end correspondingly abuts against the decoupling member or the brake component.

11. The drive wheel structure according to claim 5, characterized in that, The reset member is an elastic member.

12. The drive wheel structure according to any one of claims 4-11, characterized in that, The clutch assembly further comprises an engagement member, which is disposed on the decoupling member and is used for transmission engagement with the transmission assembly.

13. The drive wheel structure according to claim 12, wherein, The clutch assembly further includes a first bearing. A first mounting hole is provided on the decoupling member. The first bearing is arranged in the first mounting hole, and the first bearing sleeve is arranged on the engaging member.

14. The drive wheel structure according to any one of claims 2-11, characterized in that, The transmission assembly comprises a transmission member, the transmission member is rotatably connected to the support assembly, and the drive assembly is transmission-connected to the transmission member via the moving unit.

15. The drive wheel structure according to claim 14, characterized in that, The transmission member has a first end and a second end, the first end is provided with a first meshing portion, the first meshing portion is adapted to the moving unit, and the second end is connected to the driving wheel.

16. The drive wheel structure according to claim 14, wherein, The transmission assembly further includes a second bearing, which is sleeved on the transmission member and connected to the support assembly.

17. The drive wheel structure according to claim 16, wherein, At least two second bearings are provided, and at least two second bearings are sleeved on the transmission member at intervals.

18. The drive wheel structure according to claim 14, characterized in that, The transmission assembly further comprises an output member, which is transmission-connected to the driving assembly, and the output member is transmission-connected to the transmission member via the moving unit.

19. The drive wheel structure according to claim 18, wherein, The output member is provided with a second engagement portion, and the second engagement portion is adapted to the moving unit.

20. The drive wheel structure according to claim 18, wherein The transmission assembly further comprises a third bearing, wherein the third bearing is sleeved on the output member and connected to the support assembly.

21. The drive wheel structure according to any one of claims 3-11, characterized in that, The brake clutch mechanism also includes a shell having a housing chamber, one side of the shell having an opening communicating with the housing chamber, the clutch assembly and the transmission assembly are arranged in the housing chamber via the opening, and the opening is connected to the support assembly.

22. The drive wheel structure according to claim 21, characterized in that, An inverted hole is provided on a side of the shell away from the opening, and the transmission assembly is rotatably connected to the inverted hole.

23. The drive wheel structure according to claim 21, wherein, The shell is provided with an avoidance hole communicated with the accommodating cavity, and the brake assembly is connected with the clutch assembly via the avoidance hole.

24. The drive wheel structure according to any one of claims 3-11, characterized in that, The brake assembly includes a brake member and at least two connecting rods arranged on one side of the brake member, at least two of the connecting rods are connected to the clutch assembly, and a side of the brake member facing away from the connecting rods is in contact with or out of contact with the driving wheel.

25. The drive wheel structure according to claim 24, characterized in that, The brake assembly also includes a brake push plate, the connecting rod is connected to the brake push plate, and the brake push plate is connected to the clutch assembly.

26. The drive wheel structure according to any one of claims 1-11, characterized in that, The driving assembly includes a second driving member and a reduction member, the second driving member is connected to the brake clutch mechanism through the reduction member, the second driving member is used to drive the driving wheel to rotate, and the reduction member is used to reduce the rotation speed of the driving wheel relative to the second driving member.

27. A chassis, characterized in that, It comprises a chassis body and a driving wheel structure as described in any one of claims 1 to 26, wherein the driving wheel structure is connected to the chassis body.

28. The chassis according to claim 27, characterized in that, The support assembly of the driving wheel structure includes a support member and a hinge member. The driving assembly and the brake clutch mechanism of the driving wheel structure are both connected to the support member. The support member is hinged to the chassis body through the hinge member.

29. The chassis according to claim 28, characterized in that, Also included is a suspension assembly, the suspension assembly connecting the support member and the chassis body; The suspension assembly is configured to be partially deformed to buffer the rotation of the support member when the support member rotates relative to the chassis body.

30. A robot, characterized in that, Comprising a robot body and the chassis according to any one of claims 27-29, the chassis is connected to the robot body.

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