Single-trailing-arm full-vector steering driving device suitable for various braking modes

Abstract

The utility model relates to the technical field of drive-by-wire chassis steering driving devices, in particular to a single-trailing-arm full-vector steering driving device suitable for various braking modes. Comprising a steering mechanism, a suspension mechanism and a driving mechanism, wherein the steering mechanism comprises a steering motor, a worm gear reducer, a reducer output shaft, an upper mounting plate, a pinion and a bull gear revolving platform; the suspension mechanism comprises a lower swing arm front plate, a lower swing arm caliper mounting plate and a lower lifting lug mounting plate; the driving mechanism comprises a hub motor, a brake disc and brake calipers, in addition, an absolute value encoder mounting seat is mounted on the middle arm plate, an absolute value encoder is assembled on the absolute value encoder mounting seat, and an output shaft of the absolute value encoder is arranged in an inner cavity at the tail end of an output shaft of the speed reducer; and a steering limit switch is mounted on the upper mounting plate. According to the utility model, different bearing requirements and requirements of different driving road surfaces can be met, and the vehicle has the positive effects of strong practicability and wide application range.

Description

Technical Field

[0001] The utility model relates to the technical field of wire-controlled chassis steering drive devices, in particular to a single-trailing-arm full-vector steering drive device applicable to multiple braking modes. Background Art

[0002] The rapid economic development of my country and neighboring countries and regions has significantly stimulated demand for drive-by-wire chassis. Simultaneously, national standards for drive-by-wire chassis are being refined and aligned with global standards, placing higher demands on safety, environmental friendliness, vibration, and noise. In factory and outdoor operations, drive-by-wire chassis, as transportation tools, are crucial for ensuring efficient, productive, and high-quality operations across the entire factory system. They require continuous operation for multiple days and close coordination with other equipment. Existing drive-by-wire chassis steering systems suffer from significant design and functional deficiencies, primarily manifesting in the following: 1. Traditional drive-by-wire chassis steering systems cannot achieve omnidirectional travel, rendering them inoperable under complex road conditions. 2. Traditional drive-by-wire chassis steering systems have large lateral dimensions, a high overall height, and a large turning radius, requiring limited operational scenarios and impractical for all-terrain applications. 3. Traditional drive-by-wire chassis steering systems are limited to simple front-wheel or rear-wheel steering, making them inoperable under complex conditions such as those found in factories. 4. Traditional drive-by-wire chassis steering systems lack the ability to adjust the calipers for varying operating conditions. Summary of the Invention

[0003] The purpose of the utility model is to provide a single trailing arm full vector steering drive device suitable for multiple braking modes, so as to achieve the purpose of selecting different braking modes according to different working conditions and being able to travel in all directions without being restricted by terrain.

[0004] The utility model provides a single trailing arm full vector steering drive device applicable to multiple braking modes, which is characterized by comprising a steering mechanism, a suspension mechanism and a driving mechanism, wherein:

[0005] The steering mechanism includes a steering motor, a worm gear reducer, a reducer output shaft, an upper mounting plate, a pinion, and a large gear rotating platform. The steering motor is connected to the worm gear reducer, the worm gear reducer is connected to the pinion via the reducer output shaft, and the large gear rotating platform is meshed with the pinion. A deep groove ball bearing and an adjustment gap plate are provided between the pinion and the upper mounting plate. The deep groove ball bearing and the adjustment gap plate are installed on the reducer output shaft. The worm gear reducer is connected to the adjustment gap plate at the upper end via the upper mounting plate. The worm gear reducer is connected to the intermediate arm plate at the lower end, and a lower side arm plate is provided at the bottom of the intermediate arm plate.

[0006] The suspension mechanism includes a lower swing arm front plate, a lower swing arm caliper mounting plate, and a lower lifting ear mounting plate. One end of the lower swing arm front plate and the lower swing arm caliper mounting plate is connected to the concentric sleeve through a shaft sleeve, and the other end of the lower swing arm front plate and the lower swing arm caliper mounting plate is connected through a lower lifting ear mounting plate. A lower lifting ear is installed on the lower lifting ear mounting plate, and the lower lifting ear is connected to the upper lifting ear through a spring shock absorber; a limit mounting plate is connected to the lower swing arm caliper mounting plate, a limit block is installed above the limit mounting plate, the upper lifting ear is connected to the upper mounting plate, and the shaft sleeve is cooperatively connected to the lower arm plate;

[0007] The drive mechanism includes a wheel hub motor, a brake disc, and a brake caliper. The brake caliper is mounted on the lower arm caliper mounting plate. The brake disc is coaxially arranged with the output shaft of the wheel hub motor. A limiting sleeve is provided between the lower arm front plate and the lower arm caliper mounting plate. The output shaft of the wheel hub motor passes through the lower arm front plate and the lower arm caliper mounting plate and is coaxially connected with the limiting sleeve.

[0008] In addition, an absolute value encoder mounting seat is installed on the intermediate arm plate, and an absolute value encoder is installed on the absolute value encoder mounting seat. The absolute value encoder output shaft is placed in the inner cavity at the end of the reducer output shaft; a steering limit switch is installed on the upper mounting plate, wherein the absolute value encoder and the steering limit switch are connected to the control circuit of the wire-controlled chassis.

[0009] Furthermore, a gear mounting seat is provided on the upper mounting plate, the gear mounting seat extends upwardly out of a circular boss and is mounted in the inner hole of the large gear rotating platform.

[0010] Furthermore, there are reinforcing arm plates between the lower arm plates.

[0011] Furthermore, there are self-adjusting bolt holes on the side of the upper mounting plate, and the gear center distance can be adjusted by the self-adjusting bolts.

[0012] Furthermore, the connection holes between the upper mounting plate and the gap adjustment plate are slot-shaped holes.

[0013] Furthermore, the connecting hole between the intermediate arm plate and the worm gear reducer is a slot-shaped hole.

[0014] Furthermore, the shaft sleeve is interference fit with the concentric sleeve, and the shaft sleeve is a graphite shaft sleeve.

[0015] Furthermore, the spring shock absorber is arranged nearly vertically.

[0016] Furthermore, the leverage ratio of the suspension mechanism is greater than 1.

[0017] Furthermore, the lower arm caliper mounting plate can be equipped with hydraulic brake calipers and cable brake calipers.

[0018] Furthermore, the through hole of the limiting sleeve is a stepped through hole.

[0019] The present invention provides a single-trailing-arm, full-vector steering drive system suitable for multiple braking modes. This system utilizes a steering motor to output torque, a worm gear reducer to amplify and output the motor torque, and the cooperation between a large gear rotating platform and a small gear to achieve omnidirectional travel. Even in complex road conditions, this system allows the vehicle to operate regardless of terrain restrictions, significantly reducing operational difficulty and improving the vehicle's maneuverability and adaptability to complex road conditions. The system offers both cable-operated and oil-operated braking options. For low-load requirements and simple road conditions, where no braking pressure is required, cable-operated braking is a simple and practical braking method. For high-load requirements and complex road conditions, where a required braking pressure is required, oil-operated braking offers high and adjustable braking pressure, providing excellent emergency braking under heavy loads. In summary, the application of this system to a controlled-by-wire chassis allows omnidirectional travel to meet diverse driving conditions. Furthermore, through the selection of multiple braking methods, the system can accommodate varying load requirements and road conditions, demonstrating its high practicality and wide applicability. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is an overall structural diagram of the utility model in an embodiment of an assembled hydraulic brake caliper;

[0021] Figure 2 This is an overall structural diagram of the utility model in an embodiment of an assembled cable brake caliper;

[0022] Figure 3 This is a schematic structural diagram of the steering mechanism of the present invention;

[0023] Figure 4 It is a partial structural diagram of the torque output of the steering structure of the present invention;

[0024] Figure 5 This is a partial structural diagram of the steering structure of the present invention excluding the torque output;

[0025] Figure 6 It is a structural diagram of the suspension mechanism of the present utility model;

[0026] Figure 7 This is a schematic cross-sectional view of the driving mechanism of the present invention;

[0027] Figure 8 This is a schematic cross-sectional view of the limiting sleeve of the driving mechanism of the present utility model;

[0028] Figure 9 This is a schematic structural diagram of the output shaft of the reducer of the steering mechanism of the present invention. DETAILED DESCRIPTION

[0029] like Figure 1-9 As shown, the utility model provides a single trailing arm full vector steering drive device suitable for multiple braking modes, which is mainly composed of a steering mechanism 1, a suspension mechanism 2 and a drive mechanism 3. Among them, the steering mechanism 1 is composed of a steering motor 101, a worm gear reducer 102, a reducer output shaft 103, an upper mounting plate 104, an adjustment gap plate 105, a deep groove ball bearing 106, a small gear 107, a gear mounting seat 108, a large gear rotating platform 109, an absolute encoder 110, an absolute encoder mounting seat 111, an intermediate arm plate 112, a lower arm plate 113, a reinforcement arm plate 114, and a steering limit switch 115. The suspension mechanism 2 consists of a lower arm front plate 201, a lower arm caliper mounting plate 202, a concentric sleeve 203, a bushing 204, a lower lifting lug 205, a spring damper 206, an upper lifting lug 207, a limiter mounting plate 208, a limit block 209, and a lower lifting lug mounting plate 210. The drive mechanism 3 consists of an in-wheel motor 301, a brake disc 302, a limiter sleeve 303, and a brake caliper. The specific connections are as follows.

[0030] The output shaft of the steering motor 101 is connected to the worm of the worm gear reducer 102 via a flat key and secured with bolts. The upper end of the worm gear reducer 102 is bolted to the clearance adjustment plate 105 through a slotted hole in the upper mounting plate 104. The lower end of the worm gear reducer 102 is bolted to the intermediate arm plate 112 via bolts. The reducer output shaft 103 is connected and secured to the worm of the worm gear reducer 102 via a flat key. The pinion 107 is connected and secured to the reducer output shaft 103 via a flat key. The deep groove ball bearing 106 is limited in position by the shoulder of the reducer output shaft 103 and the inner cavity of the upper mounting plate 104 to prevent it from moving up and down. An absolute encoder mounting base 111 is mounted on the intermediate arm plate 112. An absolute encoder 110 is mounted on this base. The output shaft of encoder 110 is positioned within the inner cavity of the reducer output shaft 103. The reducer output shaft 103 has a limit screw hole. This limit screw positions the output shaft of encoder 110, preventing it from rotating. A gear mounting base 108 is mounted on the upper mounting plate 104. The large gear rotating platform 109 is bolted to the upper mounting plate 104 via bolt holes in gear mounting base 108. The annular boss of gear mounting base 108 is mounted within the inner bore of large gear rotating platform 109, limiting its axial position and facilitating installation. Large gear rotating platform 109 meshes with pinion 107. In this embodiment, large gear rotating platform 109 utilizes an external gear slewing bearing with model number 011.10.100. The steering limit switch 115 is bolted to the upper mounting plate 104. The absolute encoder 110 and steering limit switch 115 are connected to the control circuit of the drive-by-wire chassis. One end of the lower arm front plate 201 and the lower arm caliper mounting plate 202 are connected to the concentric sleeve 203 via a bushing 204. The other ends of the lower arm front plate 201 and the lower arm caliper mounting plate 202 are connected via a lower lug mounting plate 210. In this embodiment, the lower arm front plate 201, the lower arm caliper mounting plate 202, the concentric sleeve 203, and the lower lug mounting plate 210 are connected via welding. The bushing 204 is installed in the inner hole of the concentric sleeve 203, and the bushing 204 and the concentric sleeve 203 have an interference fit. The limit block 209 is installed above the limit mounting plate 208. The limit block 209 can contact the intermediate arm plate 112 when the spring shock absorber 206 reaches the maximum stroke to achieve the limiting function, which can prevent the wire-controlled chassis from being overloaded and causing damage to the device. The limit mounting plate 208 is connected to the lower arm caliper mounting plate 202 by bolts. The limit mounting plate 208 is fixed with two bolts, which can prevent the limit mounting plate 208 from rotating when the limit block 209 is under pressure.The lower lifting ear 205 is installed on the lower lifting ear mounting plate 210. The lower lifting ear 205 is connected to the spring shock absorber 206. The upper part of the spring shock absorber 206 is connected to the upper lifting ear 207. In this embodiment, the lower lifting ear 205, the spring shock absorber 206, and the upper lifting ear 207 are connected in sequence by bolts. The lower lifting ear 205 is welded to the lower lifting ear mounting plate 210, and the upper lifting ear 207 is welded and fixed to the upper mounting plate 104. The brake caliper is installed on the lower arm caliper mounting plate 202 and fixed by bolts. The brake disc 302 is coaxially arranged with the output shaft of the hub motor 301 and fixed to the hub motor 301 by bolts. A limiting sleeve 303 is arranged between the lower arm front plate 201 and the lower arm caliper mounting plate 202. The output shaft of the hub motor 301 passes through the lower arm front plate 201 and the lower arm caliper mounting plate 202, and is coaxially connected with the limiting sleeve 303, and is limited by the limiting sleeve 304.

[0031] In a preferred embodiment of the present invention, the steering motor 101 is arranged longitudinally, which can effectively reduce the width of the single trailing arm full vector steering drive device with multiple braking modes and reduce the lateral space.

[0032] In a preferred embodiment of the present invention, the connecting hole between the upper mounting plate 104 and the adjustment gap plate 105 is set to a slotted hole, and the adjustment gap plate 105 is installed in the concave platform of the upper mounting plate 104. The adjustment gap plate 105 can slide horizontally, and the self-aligning bolt is screwed into the bolt hole on the side of the upper mounting plate 104. The self-aligning bolt pushes the adjustment gap plate 105 to move horizontally to adjust the position of the reducer output shaft 103, change the position of the reducer output shaft 103, and thereby adjust the gear center distance between the large gear rotating platform 109 and the small gear 107, to ensure that the large gear rotating platform 109 and the small gear 107 are always in positive meshing, thereby improving the service life.

[0033] In a preferred embodiment of the present invention, the holes connecting the upper mounting plate 104, the intermediate arm plate 112 and the worm gear reducer 102 are all configured as slotted holes, which allow the bolts to move in the holes when adjusting the gear center distance.

[0034] In a preferred embodiment of the present invention, the sleeve 204 contains graphite material, which will not be excessively worn after long-term use and the presence of graphite will make the axial rotation smoother.

[0035] In a preferred embodiment of the present invention, the spring shock absorber 206 is arranged nearly vertically, which can reduce the longitudinal force on the spring shock absorber 206 and help extend the service life of the spring shock absorber 206. In addition, the spring shock absorber 206 is arranged nearly vertically to reduce the vehicle's roll when driving at high speeds, thereby improving the vehicle's driving smoothness and stability.

[0036] In a preferred embodiment of the present invention, the lever ratio of the suspension mechanism 2 is greater than 1. According to the lever principle, it can better bear the weight of the wire-controlled chassis and effectively reduce the longitudinal force borne by the spring shock absorber 206.

[0037] In a preferred embodiment of the present invention, the central through hole of the limiting sleeve 303 is configured as a stepped through hole, which facilitates axial fixing of the output shaft of the hub motor 301 , so that the output shaft of the hub motor 301 remains stationary while the motor rotates to complete the driving.

[0038] In a preferred embodiment of the present invention, the lower arm caliper mounting plate 202 is optionally equipped with a cable brake caliper 304 and a hydraulic brake caliper 305 according to actual conditions, which greatly increases the diversity of the braking mode of the device and improves the applicability of the device.

[0039] When this device is in use, the steering motor 101 inputs torque to the worm gear reducer 102, which amplifies the input torque and outputs it through the reducer output shaft 103. A small gear 107 connected to the reducer output shaft 103 meshes with a large gear rotating platform 109, achieving a two-stage reduction. An absolute encoder 110 identifies the steering angle. If the drive-by-wire chassis turns excessively due to a faulty underlying program, the steering limit switch 115 contacts a limit plate on the drive-by-wire chassis, de-energizing the steering motor 101. This prevents collisions and damage to the device, thereby increasing its service life. This device uses a limit sleeve 303 to limit the output shaft of the hub motor 301, keeping it stationary. This allows the hub motor 301 to rotate with the tire, thereby causing the entire drive-by-wire chassis to move. The spring damper 206 provides shock absorption, separating guidance and shock absorption, thereby improving the vehicle's service life and maneuverability.

[0040] The present invention can achieve better driving control and steering control. The present invention will be further illustrated below by describing its working principle.

[0041] Drive control principle: When the in-wheel motor 301 is in operation, the output shaft of the in-wheel motor 301 is fixed by the limiting sleeve 303. Therefore, the in-wheel motor 301 rotates while the output shaft is fixed. The rotation of the in-wheel motor 301 drives the brake disc 302 to rotate. When braking, the selected brake caliper rubs against the brake disc 302, thereby exerting a braking effect.

[0042] Steering control principle. The steering motor starts working, and the encoder 110 identifies the steering angle and feeds the steering angle back to the steering controller, thereby performing precise steering. The output shaft of the steering motor 101 drives the worm of the worm gear reducer 102 to rotate, and the worm wheel meshes with the worm. The output shaft 103 of the worm gear reducer is fixed to the worm gear reducer 102 via a flat key. The rotation of the worm wheel drives the output shaft 103 of the worm gear reducer to rotate, thereby driving the pinion 107 to rotate. The large gear rotating platform 109 meshes with the pinion 107. The inner and outer rings of the large gear rotating platform 109 are rotatable. The inner ring of the large gear rotating platform 109 is fixed to the upper mounting plate 104 of this device, and the outer ring of the large gear rotating platform 109 is fixed to the wire-controlled chassis. The pinion 107 moves around the outer ring of the large gear rotating platform 109 to achieve omnidirectional movement.

Claims

1. A single trailing arm full vector steering drive device suitable for multiple braking modes, characterized in that: It includes steering mechanism, suspension mechanism and drive mechanism, among which, The steering mechanism includes a steering motor, a worm gear reducer, a reducer output shaft, an upper mounting plate, a pinion, and a large gear rotating platform. The steering motor is connected to the worm gear reducer, the worm gear reducer is connected to the pinion via the reducer output shaft, and the large gear rotating platform is meshed with the pinion. A deep groove ball bearing and an adjustment gap plate are provided between the pinion and the upper mounting plate. The deep groove ball bearing and the adjustment gap plate are installed on the reducer output shaft. The worm gear reducer is connected to the adjustment gap plate at the upper end via the upper mounting plate. The worm gear reducer is connected to the intermediate arm plate at the lower end, and a lower side arm plate is provided at the bottom of the intermediate arm plate. The suspension mechanism includes a lower swing arm front plate, a lower swing arm caliper mounting plate, and a lower lifting ear mounting plate. One end of the lower swing arm front plate and the lower swing arm caliper mounting plate is connected to the concentric sleeve through a shaft sleeve, and the other end of the lower swing arm front plate and the lower swing arm caliper mounting plate is connected through a lower lifting ear mounting plate. A lower lifting ear is installed on the lower lifting ear mounting plate, and the lower lifting ear is connected to the upper lifting ear through a spring shock absorber; a limit mounting plate is connected to the lower swing arm caliper mounting plate, a limit block is installed above the limit mounting plate, the upper lifting ear is connected to the upper mounting plate, and the shaft sleeve is cooperatively connected to the lower arm plate; The drive mechanism includes a wheel hub motor, a brake disc, and a brake caliper. The brake caliper is mounted on the lower arm caliper mounting plate. The brake disc is coaxially arranged with the output shaft of the wheel hub motor. A limiting sleeve is provided between the lower arm front plate and the lower arm caliper mounting plate. The output shaft of the wheel hub motor passes through the lower arm front plate and the lower arm caliper mounting plate and is coaxially connected with the limiting sleeve. In addition, an absolute value encoder mounting seat is installed on the intermediate arm plate, and an absolute value encoder is installed on the absolute value encoder mounting seat. The absolute value encoder output shaft is placed in the inner cavity at the end of the reducer output shaft; a steering limit switch is installed on the upper mounting plate, wherein the absolute value encoder and the steering limit switch are connected to the control circuit of the wire-controlled chassis.

2. A single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 1, characterized in that: A gear mounting seat is provided on the upper mounting plate. The gear mounting seat extends upwards out of a circular boss and is mounted in the inner hole of the large gear rotary platform.

3. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 2, characterized in that: There are reinforcing arm plates between the lower arm plates.

4. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 3, characterized in that: There are self-aligning bolt holes on the side of the upper mounting plate, and the gear center distance can be adjusted through the self-aligning bolts.

5. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 4, characterized in that: The connecting holes between the upper mounting plate and the gap adjustment plate are slot-shaped holes; and the connecting holes between the intermediate arm plate and the worm gear reducer are slot-shaped holes.

6. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 5, characterized in that: The spring shock absorber is arranged nearly vertically.

7. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 6, characterized in that: The shaft sleeve is interference fit with the concentric sleeve, and the shaft sleeve is a graphite shaft sleeve.

8. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 7, characterized in that: The leverage ratio of the suspension mechanism is greater than 1.

9. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 8, characterized in that: The lower arm caliper mounting plate can be equipped with hydraulic brake calipers and cable brake calipers.

10. The single trailing arm full vector steering drive device applicable to multiple braking modes according to claim 9, characterized in that: The through hole of the limiting sleeve is a stepped through hole.

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