Automatic driving tourist coach

Abstract

The utility model discloses an automatic driving tourist coach which comprises a carriage and a steering device, the steering device is arranged at the bottom of the carriage, the carriage comprises a carriage body and a carriage single-side lifting door, and the carriage single-side lifting door is arranged on the side face of the carriage body. The steering device comprises a steering motor, an axle, tires, a first angle sensor, a second angle sensor and a guide mechanism, an output shaft of the steering motor is connected with the middle of the axle, the two ends of the axle are hinged to the tires, the first angle sensor is arranged on the axle and used for detecting the real-time positions of the tires, and the second angle sensor is arranged on the guide mechanism and used for detecting the real-time positions of the tires. Therefore, the angle change of the guide mechanism is detected. According to the utility model, a complex mechanical transmission structure is abandoned, the structure is simple, the control is convenient, and the working reliability is high. In addition, opening and closing of the compartment door are achieved through the arranged compartment single-side lifting door, the structure is simple, the occupied space is small, and the safety coefficient is high.

Description

Technical Field

[0001] This utility model relates to the field of amusement equipment technology, and in particular to an automatic sightseeing vehicle. Background Technology

[0002] The existing tour bus transmission systems mostly use complex mechanical transmission mechanisms, resulting in poor stress conditions and low operational reliability. A few steering systems have eliminated the traditional steering trapezoidal mechanism, allowing the load transmission of the left and right steering mechanisms to remain relatively independent, which can effectively improve the stress conditions and operational reliability of the steering system. However, the transmission structure is still relatively complex, which is not conducive to control and the operational reliability is not high. Moreover, the doors of the carriages are mostly side-opening or double-opening. Side-opening doors occupy a lot of space, while double-opening doors are convenient for getting on and off the vehicle, but have poor safety and pose a risk of pinching tourists who approach the door. Utility Model Content

[0003] The purpose of this utility model is to overcome the shortcomings of the prior art and provide an automatic tour vehicle, which aims to simplify the steering device of the automatic tour vehicle to improve its operational reliability, and to solve the problems of large space occupation and safety issues when the existing carriage doors are opened and closed.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] This utility model provides an automatic sightseeing vehicle, including a carriage and a steering device. The steering device is located at the bottom of the carriage. The carriage includes a carriage body and a single-sided sliding door, which is located on the side of the carriage body. The steering device includes a steering motor, an axle, tires, a first angle sensor, a second angle sensor, and a guide mechanism. The output shaft of the steering motor is connected to the middle of the axle. The two ends of the axle are hinged to the tires. The first angle sensor is located on the axle to detect the real-time position of the tires, and the second angle sensor is located on the guide mechanism to detect changes in the angle of the guide mechanism.

[0006] Furthermore, the steering device also includes a first mounting bracket, which is located on the axle near the inner side of the tire, and the first angle sensor is located on the first mounting bracket.

[0007] Furthermore, the axle includes an axle body, two steering actuators, and two pivot ears. The two steering actuators are arranged symmetrically on the left and right sides and are parallel to the axle body. One end of each steering actuator is connected to the middle of the axle body. One end of each pivot ear is hinged to the other end of the two steering actuators. The other end of each pivot ear is connected to the tire. The first mounting bracket is disposed on the axle body and the pivot ears.

[0008] Furthermore, the steering device also includes a second mounting bracket, which is disposed between the axle and the guide mechanism. The second mounting bracket is vertically arranged below the axle body, and the second angle sensor is disposed on the second mounting bracket.

[0009] Furthermore, the guiding mechanism includes a slewing bearing, a steering fork, a deflector, and a guide wheel assembly. The outer ring of the slewing bearing is fixedly connected to the bottom of the second mounting bracket, the inner ring of the slewing bearing is fixedly connected to one end of the steering fork, the other end of the steering fork is hinged to one end of the deflector, and the axis of the hinge shaft is parallel to the axis of the axle body. The other end of the deflector is hinged to the guide wheel assembly. The guide wheel assembly includes a first wheel frame, a second wheel frame, a third wheel frame, an upper guide wheel, a lower guide wheel, and a side guide wheel. The system includes guide wheels and I-beam guide components. The first wheel frame is a hollow structure, and the I-beam guide components are arranged inside the first wheel frame. The second wheel frame and the third wheel frame are fixedly connected to the left and right sides of the interior of the first wheel frame, respectively. The upper guide wheels are symmetrically arranged on the left and right sides above the upper flange of the I-beam guide component on the first wheel frame. The lower guide wheels are symmetrically arranged on the left and right sides below the upper flange of the I-beam guide component on the third wheel frame. The side guide wheels are symmetrically arranged on both sides of the web of the I-beam guide component on the third wheel frame.

[0010] Furthermore, the single-sided sliding door of the carriage includes an active lifting assembly, a rotating shaft, and a baffle. The active lifting assembly includes a lifting motor and a main swing arm. The rotating shaft is arranged laterally. The output shaft of the lifting motor is connected to one end of the rotating shaft. The end of the main swing arm near the lifting motor is fixedly connected to the rotating shaft, and the end of the main swing arm away from the lifting motor is connected to the baffle. The lifting motor drives the rotating shaft to rotate, and the main swing arm drives the baffle to rise or fall under the rotation of the rotating shaft.

[0011] Furthermore, the active lifting assembly also includes a main pneumatic spring, one end of which is hinged to the end of the main swing arm near the rotating shaft, and the other end of which is hinged to the carriage body.

[0012] Furthermore, a magnetic attraction element is provided between the baffle and the carriage body.

[0013] Furthermore, the single-sided sliding door of the carriage also includes at least one auxiliary lifting assembly. The auxiliary lifting assembly and the active lifting assembly are arranged at intervals along the axis of the rotating shaft. The auxiliary lifting assembly includes a secondary swing rod, a secondary bearing seat, and a secondary pneumatic spring. The secondary bearing seat is fixedly connected to the carriage body. The rotating shaft passes through the secondary bearing seat and is hinged to the secondary bearing seat. One end of the secondary swing rod near the secondary bearing seat is fixedly connected to the rotating shaft, and the other end of the secondary swing rod away from the secondary bearing seat is connected to the baffle. One end of the secondary pneumatic spring is hinged to the end of the secondary swing rod near the rotating shaft, and the other end of the secondary pneumatic spring is hinged to the carriage body.

[0014] Furthermore, it also includes a shock absorption device, which is disposed between the steering device and the vehicle body. The shock absorption device includes a leaf spring and a shock absorber. The two ends of the leaf spring are respectively hinged to the bottom of the vehicle body, the middle part of the leaf spring is fixedly connected to the axle, one end of the shock absorber is hinged to the bottom of the vehicle body, and the other end of the shock absorber is hinged to the axle.

[0015] The advantages of this utility model compared to the prior art are as follows: An automatic sightseeing vehicle includes a carriage and a steering device. The steering device is located at the bottom of the carriage. The carriage includes a carriage body and a single-sided sliding door, which is located on the side of the carriage body. The steering device includes a steering motor, an axle, tires, a first angle sensor, a second angle sensor, and a guide mechanism. The output shaft of the steering motor is connected to the middle of the axle, and the tires are hinged to both ends of the axle. The first angle sensor is located on the axle to detect the real-time position of the tires, and the second angle sensor is located on the guide mechanism to detect changes in the angle of the guide mechanism. This utility model eliminates the complex mechanical transmission structure. The steering angle is detected by the first and second angle sensors and fed back to the control system, which automatically controls the wheel steering. The structure is simple, easy to control, and highly reliable. Furthermore, the single-sided sliding door allows for easy opening and closing of the carriage door, resulting in a simple structure, small footprint, and high safety.

[0016] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model, it can be implemented according to the contents of the specification. In order to make the above and other objectives, features and advantages of this utility model more obvious and easy to understand, the following are preferred embodiments, which are described in detail below. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the structure of an automated sightseeing vehicle provided for a specific embodiment of this utility model;

[0019] Figure 2 A structural schematic diagram of an automatically driving sightseeing vehicle from another perspective, provided for a specific embodiment of this utility model;

[0020] Figure 3 for Figure 2 A magnified view of a section at point A in the middle;

[0021] Figure 4 A schematic diagram of the structure of a single-sided sliding door of an automatic sightseeing vehicle in a closed state, provided for a specific embodiment of this utility model;

[0022] Figure 5 for Figure 4 A magnified view of a section at point A in the middle;

[0023] Figure 6 A partial sectional view of a single-sided sliding door of an automatic sightseeing vehicle, provided for a specific embodiment of this utility model;

[0024] Figure 7 A schematic diagram of the structure of an automatically driving sightseeing vehicle with one side of the sliding door open, provided for a specific embodiment of this utility model;

[0025] Figure 8 A schematic diagram of the tensioning sleeve in a single-sided sliding door of an automatic sightseeing vehicle, provided for a specific embodiment of this utility model;

[0026] Figure 9 Another structural schematic diagram of a single-sided sliding door of an automatic sightseeing vehicle provided for a specific embodiment of this utility model;

[0027] Figure 10 A schematic diagram of the steering device in an automated sightseeing vehicle provided for a specific embodiment of this utility model;

[0028] Figure 11 for Figure 10 A magnified view of a section at point A in the middle;

[0029] Figure 12 A front view of a steering device in an automated tour vehicle provided for a specific embodiment of this utility model;

[0030] Figure 13 A schematic diagram of the axle structure in the steering device of an automated guided vehicle provided for a specific embodiment of this utility model;

[0031] Figure 14 A partial cross-sectional view of the guide mechanism in the steering device of an automatic sightseeing vehicle provided for a specific embodiment of this utility model;

[0032] Figure 15 This is a partial structural diagram of the second mounting bracket and guide mechanism in the steering device of an automatic sightseeing vehicle, provided as a specific embodiment of the present invention.

[0033] Figure Labels

[0034] 1. Carriage; 11. Active lifting assembly; 111. Lifting motor; 112. Main swing arm; 113. Main bearing housing; 114. Motor mounting base; 115. Main pneumatic spring; 116. Coupling; 12. Rotating shaft; 13. Baffle; 14. Auxiliary lifting assembly; 141. Secondary swing arm; 142. Secondary bearing housing; 143. Secondary pneumatic spring; 15. Carriage body; 16. Magnetic suction component; 17. Tensioning sleeve;

[0035] 2. Steering device; 21. Steering motor; 22. Axle; 221. Axle body; 222. Steering drive unit; 223. Rotary lug; 23. Tire; 24. Guide mechanism; 241. Slewing bearing; 242. Steering fork; 243. Deflector; 244. First wheel carrier; 245. Second wheel carrier; 246. Third wheel carrier; 247. Upper guide wheel; 248. Lower guide wheel; 249. Side guide wheel; 25. Drive shaft; 26. First mounting bracket; 27. First angle sensor; 28. Second mounting bracket; 29. ​​Second angle sensor;

[0036] 3. Shock absorption device; 31. Leaf spring; 32. Shock absorber. Detailed Implementation

[0037] The technical solution of this utility model will be clearly and completely described below with reference to specific embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0038] like Figures 1-15As shown, this utility model embodiment provides an automatic sightseeing vehicle, including a carriage 1 and a steering device 2. The steering device 2 is located at the bottom of the carriage 1. The carriage 1 includes a carriage body 15 and a single-sided sliding door. The single-sided sliding door is located on the side of the carriage body 15. The carriage body 15 can be a cuboid, a cube, or other shapes, and this application does not limit this. The single-sided sliding door can be located on one or more sides of the carriage body 15, depending on actual needs. The steering device 2 includes a steering motor 21, an axle 22, tires 23, a first angle sensor 27, a second angle sensor 29, and a guide mechanism 24. The output shaft of the steering motor 21 is connected to the middle of the axle 22. The two ends of the axle 22 are hinged to the tires 23. The first angle sensor 27 is located on the axle 22 to detect the real-time position of the tires 23, and the second angle sensor 29 is located on the guide mechanism 24 to detect changes in the angle of the guide mechanism 24.

[0039] Two steering devices 2 are arranged at the bottom of the carriage 1, one in front and one behind. The two steering devices 2 are independent of each other, and each detects the steering angle through its own sensors (first angle sensor 27 and second angle sensor 29) to control the steering of the wheels. The steering device 2 has a good force state and high working reliability.

[0040] The steering motor 21 serves as the power source for the steering device 2, with its output shaft fixedly connected to the center of the axle 22. This arrangement allows the steering motor 21 to drive the axle 22, enabling the tires 23 at both ends of the axle 22 to steer synchronously. The two ends of the axle 22 are hinged to the tires 23. This hinged design allows the tires 23 to rotate freely within a certain range to accommodate different steering angles. A first angle sensor 27 is mounted on the axle 22 to detect the position information of the tires 23 in real time. Simultaneously, a second angle sensor 29 is mounted on the guide mechanism 24 to detect changes in the angle of the guide mechanism 24. The first angle sensor 27 and the second angle sensor 29 are connected to the vehicle's control system via cable or wireless connection. When a turn is required, the second angle sensor 29 feeds back the turning angle to the vehicle's control system, while the first angle sensor 27 also feeds back the real-time position of the tires 23. The control system uses this data to control the axle 22, thereby achieving steering of the tires 23.

[0041] This invention eliminates the complex mechanical transmission structure. It detects the steering angle using a first angle sensor 27 and a second angle sensor 29, and feeds the results back to the control system. The control system then automatically controls the wheel steering. The structure is simple, easy to control, and highly reliable.

[0042] like Figure 11As shown, the steering device 2 also includes a first mounting bracket 26, which is located on the axle 22 near the inner side of the tire 23, and a first angle sensor 27 is located on the first mounting bracket 26.

[0043] The first mounting bracket 26 serves as a support structure for the installation of the first angle sensor 27, providing a stable mounting platform for the installation of the first angle sensor 27. The mounting position is located on the inner side of the axle 22 near the tire 23, which can effectively reduce the interference of the external environment on the first angle sensor 27, while ensuring that the sensor can accurately detect the angle change of the tire 23.

[0044] The first angle sensor 27 is fixed on the first mounting bracket 26. The installation method can be screws, clips or welding to ensure that the first angle sensor 27 will not loosen or shift due to vibration or impact during use.

[0045] like Figure 13 As shown, the axle 22 includes an axle body 221, two steering actuators 222 and two pivot ears 223. The two steering actuators 222 are arranged symmetrically on the left and right sides and are parallel to the axle body 221. One end of the two steering actuators 222 is connected to the middle position of the axle body 221. One end of the two pivot ears 223 is hinged to the other end of the two steering actuators 222 respectively. The other end of the two pivot ears 223 is connected to the tire 23. The first mounting bracket 26 is provided on the axle body 221 and the pivot ears 223.

[0046] The axle body 221 is typically made of high-strength materials (such as steel or aluminum alloy), possessing excellent resistance to torsion and bending. The shape and dimensions of the axle body 221 should be optimized according to the vehicle's design requirements to ensure sufficient rigidity and strength. Two steering actuators 222 are arranged symmetrically to ensure even force distribution and enhance symmetry and stability. One end of each steering actuator 222 is connected to the middle of the axle body 221; the connection can be made by welding, bolting, or other methods to ensure a strong and stable connection. One end of each of the two pivot lugs 223 is hinged to the other end of each steering actuator 222. This hinged structure allows the pivot lugs 223 to swing freely during steering, providing a greater range of motion and flexibility. The other end of each pivot lug 223 is connected to the tire 23, and a secure connection between the pivot lug 223 and the tire 23 can be ensured by fasteners (such as bolts or clamps). One end of the first mounting bracket 26 is connected to the axle body 221, and the other end is connected to the pivot lug 223. A first angle sensor 27 is positioned at the end of the first mounting bracket 26 near the pivot lug 223. By placing the first angle sensor 27 at one end close to the rotating ear 223, the motion changes of the rotating ear 223 can be captured more accurately, thereby improving the measurement accuracy of the steering angle.

[0047] It should be noted that the axle body 221 is a standard component that can be purchased directly on the market. Therefore, its internal structure and working principle will not be described in detail here.

[0048] like Figure 14 As shown, the steering device 2 also includes a second mounting bracket 28, which is located between the axle 22 and the guide mechanism 24. The second mounting bracket 28 is vertically arranged below the axle body 221. Specifically, the top of the second mounting bracket 28 is fixedly connected to the bottom of the axle body 221, and the bottom of the second mounting bracket 28 is fixedly connected to the guide mechanism 24.

[0049] The second mounting bracket 28 is vertically arranged below the axle body 221, precisely between the axle 22 and the guide mechanism 24. This arrangement optimally supports the guide mechanism 24 using gravity and structural strength, ensuring its stability and precision during steering. The second mounting bracket 28 is securely connected to the axle body 221 by welding, bolting, or other mechanical connections.

[0050] The second angle sensor 29 is mounted on the second mounting bracket 28. The second angle sensor 29 can be fixed to the second mounting bracket 28 by means of bolts, clips, etc. Typically, the second angle sensor 29 is placed in the optimal position that can effectively detect the movement angle of the guide mechanism 24.

[0051] In one embodiment, the second mounting bracket 28 is provided with a groove, and the second angle sensor 29 is disposed in the groove.

[0052] In this embodiment, the second mounting bracket 28 is generally trapezoidal in shape, wider at the top and narrower at the bottom. A groove is provided at the center of the bottom of the second mounting bracket 28. When the guide mechanism 24 is connected to the bottom of the second mounting bracket 28, the second angle sensor 29 is essentially enclosed in the groove, which can protect it from collisions, etc. Moreover, the position of the second angle sensor 29 in the groove is exactly aligned with the movement direction of the guide mechanism 24, ensuring the accuracy of detection.

[0053] like Figure 14 and Figure 15As shown, the guiding mechanism 24 includes a slewing bearing 241, a steering fork 242, a deflector 243, and a guide wheel assembly. The outer ring of the slewing bearing 241 is fixedly connected to the bottom of the second mounting bracket 28, and the inner ring of the slewing bearing 241 is fixedly connected to one end of the steering fork 242. The other end of the steering fork 242 is hinged to one end of the deflector 243, and the axis of the hinge shaft is parallel to the axis of the axle body 221. The other end of the deflector 243 is hinged to the guide wheel assembly. The guide wheel assembly includes a first wheel frame 244, a second wheel frame 245, a third wheel frame 246, and an upper guide wheel 247. The first wheel frame 244 is a hollow structure, and the I-beam guide is arranged inside the first wheel frame 244. The second wheel frame 245 and the third wheel frame 246 are fixedly connected to the left and right sides of the interior of the first wheel frame 244, respectively. The first wheel frame 244 has upper guide wheels 247 symmetrically arranged above the upper flange of the I-beam guide. The third wheel frame 246 has lower guide wheels 248 symmetrically arranged below the upper flange of the I-beam guide. The third wheel frame 246 has side guide wheels 249 symmetrically arranged on both sides of the web of the I-beam guide.

[0054] The outer ring of the slewing bearing 241 is fixed to the bottom of the second mounting bracket 28, and the inner ring is connected to one end of the steering fork 242. This mounting method provides rotational flexibility while ensuring structural stability and strength. The hinge between the steering fork 242 and the deflector 243 allows the steering fork 242 to have a certain deflection angle during steering, thereby improving steering flexibility and response speed. The multi-wheel design of the guide wheel assembly enables the guide mechanism 24 to effectively guide and support in multiple dimensions. Through the configuration of guide wheels in different directions, the vehicle can maintain stability during movement, reducing roll and vibration.

[0055] like Figure 10 As shown, the steering device 2 also includes a drive shaft 25, the output shaft of the steering motor 21 is hinged to one end of the drive shaft 25 along its axial direction, and the other end of the drive shaft 25 is hinged to the middle of the axle 22.

[0056] As a key component for power transmission, driveshaft 25 transmits the torque output by steering motor 21 to axle 22. The other end of driveshaft 25 is hinged to the middle of axle 22, which allows axle 22 to make small left and right movements during steering to absorb the impact from uneven road surfaces.

[0057] By setting the drive shaft 25, stress concentration during torque transmission can be effectively dispersed and buffered, reducing the risk of failure due to excessive wear.

[0058] like Figures 4-8As shown, the single-sided sliding door of the carriage includes an active lifting assembly 11, a rotating shaft 12, and a baffle 13. The active lifting assembly 11 includes a lifting motor 111 and a main swing arm 112. The active lifting assembly 11 is used to drive the baffle 13 to rise and fall. The baffle 13 is equivalent to the door of the carriage body 15. The rotating shaft 12 is arranged laterally. The output shaft of the lifting motor 111 is connected to one end of the rotating shaft 12. The end of the main swing arm 112 near the lifting motor 111 is fixedly connected to the rotating shaft 12, and the end of the main swing arm 112 away from the lifting motor 111 is connected to the baffle 13. The lifting motor 111 drives the rotating shaft 12 to rotate, and the main swing arm 112 drives the baffle 13 to rise or fall under the action of the rotation of the rotating shaft 12.

[0059] In actual operation, the lifting motor 111 drives the rotating shaft 12 to rotate via its output shaft, thereby driving the main swing arm 112 to rotate. As the main swing arm 112 rotates, one end of the baffle 13 rises or falls under the action of the main swing arm 112, achieving the raising and lowering of the baffle 13. The lifting motor 111 can reverse to control the forward and reverse rotation of the rotating shaft 12, thus achieving the raising and lowering process of the baffle 13. The advantage of this design is that, through a simple lifting motor 111 drive, combined with the transmission structure of the rotating shaft 12 and the main swing arm 112, the raising and lowering of the baffle 13 can be effectively controlled. It has a simple structure, occupies little space, and has a high safety factor. Figure 4 and Figure 7 As shown, Figure 4 In the middle, baffle 13 is in the closed state. Figure 7 In the middle, the baffle 13 is in the upward-opening state.

[0060] It is worth noting that the baffle 13 in this application rises or falls via the action of the rotating shaft 12 driven by the lifting motor 111 and the main swing arm 112, rather than moving horizontally outward or inward. Traditional sliding doors need to slide horizontally along the door track when opening, often requiring a certain width of space for the door to open fully. However, when the baffle 13 in this application is opened, its rising does not occupy horizontal space, thus avoiding excessive occupation of space in the width direction during opening and closing.

[0061] A hinge seat is provided on the upper side of the baffle 13, and the end of the main swing arm 112 away from the lifting motor 111 is hinged to the hinge seat. Specifically, a hinge seat is fixedly installed on the upper side of the baffle 13. The hinge seat is usually made of metal, which has high strength and durability to ensure that it is not easily damaged during frequent use. The hinge seat is hinged to the far end of the main swing arm 112 through a hinge shaft, so that the main swing arm 112 can rotate freely around the hinge shaft, thereby achieving effective control of the baffle 13.

[0062] In practical applications, when the lifting motor 111 drives the rotating shaft 12 to rotate, the main swing arm 112 rotates around the rotating shaft 12. Since the far end of the main swing arm 112 is hinged to the hinge seat, the rotation of the main swing arm 112 will drive the hinge seat to move along the arc path, thereby causing the baffle 13 to rise or fall, so as to realize the opening and closing of the door of the carriage body 15.

[0063] Through the hinged connection between the hinged seat and the main swing arm 112, the torque generated by the lifting motor 111 can be transmitted more directly to the baffle 13, achieving smooth opening and closing. Simultaneously, the presence of the hinged seat allows the baffle 13 to rotate or flip freely under the drive of the main swing arm 112, flexibly adapting to different opening angles and needs. Whether fully open, half-open, or at other special angles, the hinged seat design ensures smooth door movement without jamming or unevenness.

[0064] like Figures 5-6 As shown, the active lifting assembly 11 also includes a main bearing seat 113, which is fixedly connected to the carriage body 15. The rotating shaft 12 passes through the main bearing seat 113 and is hinged to the main bearing seat 113, so that the rotating shaft 12 can rotate freely around the axis of the main bearing seat 113.

[0065] Specifically, the main bearing housing 113 is made of high-strength materials, such as steel or alloys, to ensure that it can withstand the loads and frictional forces generated by the rotating shaft 12 during rotation. The main bearing housing 113 contains ball bearings or sliding bearings to reduce frictional resistance during the rotation of the rotating shaft 12, thereby ensuring smooth and stable rotation of the rotating shaft 12. Through this design, the rotating shaft 12 can rotate around the axis of the main bearing housing 113 under the drive of the lifting motor 111, thereby driving the main swing arm 112 connected to it to move, and thus realizing the opening and closing of the baffle 13.

[0066] The main bearing housing 113 provides a stable support point for the rotating shaft 12, which can effectively distribute the load generated by the rotating shaft 12 during rotation, reduce system wear, and extend the service life of the rotating shaft 12.

[0067] like Figures 5-6 As shown, the active lifting assembly 11 also includes a motor mounting base 114 and a coupling 116. The motor mounting base 114 is fixedly connected to the carriage body 15. The lifting motor 111 is mounted on the motor mounting base 114. The coupling 116 is located inside the motor mounting base 114. The output shaft of the lifting motor 111 is connected to the rotating shaft 12 through the coupling 116.

[0068] The structure of the motor mounting bracket 114 on the carriage body 15 is hollow. The output shaft of the lifting motor 111 extends from the hollow part of the hollow structure. The motor mounting bracket 114 is located near the top of the carriage body 15. The lifting motor 111 is mounted on the motor mounting bracket 114 and secured firmly with bolts or other fixing methods. A coupling 116 is located inside the motor mounting bracket 114 and connects to the output shaft of the lifting motor 111. The other end of the coupling 116 is connected to the rotating shaft 12. The main function of the coupling 116 is to realize the power transmission between the output shaft of the lifting motor 111 and the rotating shaft 12, and to allow a certain axial or angular deviation to reduce stress concentration caused by machining errors or installation errors. When the lifting motor 111 is working, the rotation of its output shaft drives the coupling 116 to rotate. The coupling 116 transmits the rotational power of the lifting motor 111 to the rotating shaft 12, which in turn drives the main swing arm 112 and the baffle 13 to open and close.

[0069] The design of coupling 116 enables the power of the lifting motor 111 to be efficiently transmitted to the rotating shaft 12, ensuring that the output power of the lifting motor 111 is fully utilized when the door is opened and closed. Due to the presence of coupling 116, smooth power transmission can be achieved between the output shaft of the lifting motor 111 and the rotating shaft 12, reducing energy loss.

[0070] like Figure 5 As shown, the active lifting assembly 11 also includes a main pneumatic spring 115. One end of the main pneumatic spring 115 is hinged to the end of the main swing arm 112 near the rotating shaft 12, and the other end of the main pneumatic spring 115 is hinged to the carriage body 15. The main pneumatic spring 115 is made of high-strength, fatigue-resistant materials, capable of withstanding repeated opening and closing loads, and maintaining good elasticity and stability during use.

[0071] Specifically, the hinged structure of the main pneumatic spring 115 allows it to extend and retract with the movement of the main swing arm 112. When the lifting motor 111 drives the rotating shaft 12 to rotate and moves the main swing arm 112, the main pneumatic spring 115 also deforms with the opening and closing of the swing arm, storing or releasing energy through its elastic properties, thereby providing additional assistance for the opening and closing of the baffle 13. This design makes the opening and closing process of the baffle 13 smoother and reduces the burden on the lifting motor 111.

[0072] like Figure 4As shown, a magnetic attraction element 16 is provided between the baffle 13 and the carriage body 15. The magnetic attraction element 16 includes a first magnetic attraction element and a second magnetic attraction element respectively disposed on the baffle 13 and the carriage body 15. When the baffle 13 is closed, the first magnetic attraction element and the second magnetic attraction element attract each other, thereby firmly attaching the baffle 13 to the carriage body 15. The first magnetic attraction element is usually fixed to the inner edge of the baffle 13, while the second magnetic attraction element is installed on the corresponding contact surface of the carriage body 15. The magnetic attraction element 16 can be in the form of a permanent magnet, magnetic material, or electromagnet, etc. The appropriate magnetic attraction strength and attraction method are selected according to actual needs to ensure that the baffle 13 can remain stably and reliably closed when closed. In this embodiment, an electromagnet is used for ease of control.

[0073] The working process of the single-sided sliding door of the carriage is as follows:

[0074] When the door needs to be opened, the magnetic closure 16 is de-energized, and the lifting motor 111 drives the rotating shaft 12 to rotate via the coupling 116. This rotates the swing arm fixedly connected to the shaft, causing the end of the swing arm away from the lifting motor 111 to rise 180°, lifting the baffle 13 and thus removing the closure from one side of the carriage body 15. Figure 7 The diagram shows the door after it is opened. A gas spring is used to balance the weight of the baffle 13, allowing the lifting motor 111 to drive the baffle 13 upwards with less torque, and making the rotation of the swing arm smoother. When it is time to close the door, the lifting motor 111 reverses, the baffle 13 descends, the magnetic attraction component 16 is energized, and one side of the carriage body 15 is sealed, as shown. Figure 4 The diagram shown is a schematic of the door after it is closed.

[0075] like Figure 4 , Figure 7As shown, the single-sided sliding door of the carriage also includes at least one auxiliary lifting assembly 14. The auxiliary lifting assembly 14 and the active lifting assembly 11 are arranged at intervals along the axis of the rotating shaft 12. The auxiliary lifting assembly 14 includes a secondary swing arm 141, a secondary bearing seat 142, and a secondary pneumatic spring 143. The secondary bearing seat 142 is fixedly connected to the carriage body 15, serving as a support point for the rotating shaft 12 and ensuring the stability and durability of the rotating shaft 12. The rotating shaft 12 passes through the secondary bearing seat 142, and the rotating shaft 12 and the secondary bearing seat 142 are connected by a hinge. This connection allows the rotating shaft 12 to rotate freely relative to the secondary bearing seat 142 during opening and closing. The design of the secondary swing arm 141 is such that one end of it near the secondary bearing seat 142 is fixedly connected to the rotating shaft 12, while the other end away from the secondary bearing seat 142 is connected to the baffle 13. Thus, during the rotation of the rotating shaft 12, the secondary swing arm 141 can move accordingly, thereby effectively opening and closing the baffle 13. One end of the auxiliary pneumatic spring 143 is hinged to the end of the auxiliary rocker arm 141 near the pivot 12, and the other end is hinged to the carriage body 15. The function of the auxiliary pneumatic spring 143 is to provide compensating force through its elasticity, assisting the opening and closing of the baffle 13, and ensuring additional power support during opening or closing.

[0076] By incorporating the auxiliary lifting component 14, the opening and closing force is effectively distributed between the active lifting component 11 and the auxiliary lifting component 14, reducing the burden on any single component. This design improves system efficiency, reduces the load on the lifting motor 111 and the active lifting component 11, and extends their service life. Simultaneously, the introduction of the secondary swing arm 141 makes the movement of the baffle 13 more stable during opening and closing. Especially under the influence of external environments such as strong winds or vibrations, the secondary swing arm 141 effectively reduces the swaying of the baffle 13, ensuring safety.

[0077] It should be noted that the number of auxiliary lifting components 14 can be set according to actual needs. In the first embodiment, an active lifting component 11 and an auxiliary lifting component 14 are configured. The active lifting component 11 and the auxiliary lifting component 14 together serve a baffle 13.

[0078] like Figure 8 As shown, tensioning sleeves 17 are provided between the main swing rod 112 and the rotating shaft 12, and between the auxiliary swing rod 141 and the rotating shaft 12. Specifically, the tensioning sleeve 17 is annular, and the tensioning sleeve 17 passes through the rotating shaft 12. A concave circular hole is provided at the end where the swing rod connects to the rotating shaft 12, and the tensioning sleeve 17 is embedded in it. The initial positions of the main swing rod 112 and the auxiliary swing rod 141 can be adjusted by adjusting the tensioning sleeve 17.

[0079] like Figure 9As shown, in one embodiment, the rotating shaft 12 is lengthened to connect two baffles 13, which serve as doors for two carriage bodies 15. During operation, the two baffles 13 are opened or closed synchronously by a lifting motor 111.

[0080] like Figures 2-3 As shown, the automatic tour vehicle also includes a shock absorption device 3, which is located between the steering device 2 and the carriage body 15. The shock absorption device 3 includes a leaf spring 31 and a shock absorber 32. The two ends of the leaf spring 31 are respectively hinged to the bottom of the carriage body 15, and the middle part of the leaf spring 31 is fixedly connected to the axle 22. One end of the shock absorber 32 is hinged to the bottom of the carriage body 15, and the other end of the shock absorber 32 is hinged to the axle 22.

[0081] Specifically, the leaf spring 31 is shaped like an inverted triangle and is composed of stacked arc-shaped spring sheets of equal thickness with the concave end facing upwards. The two ends of the uppermost spring sheet are hinged to the bottom of the carriage body 15, and the middle of the lowermost spring sheet is fixed to the axle body 221 of the steering device 2. When the tour bus is running, uneven ground causes bumps, and the arc-shaped leaf spring 31 can effectively absorb the vibrations, effectively reducing the impact of bumps on the carriage 1. The shock absorber 32 is hinged at one end to the bottom of the carriage body 15 and at the other end to the axle body 221 of the steering device 2. When bumps occur, the shock absorber 32 can move relative to its cylinder, effectively absorbing vibrations.

[0082] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An automatically operating sightseeing vehicle, characterized in that, The vehicle includes a carriage and a steering device. The steering device is located at the bottom of the carriage. The carriage includes a carriage body and a single-sided sliding door located on the side of the carriage body. The steering device includes a steering motor, an axle, tires, a first angle sensor, a second angle sensor, and a guide mechanism. The output shaft of the steering motor is connected to the middle of the axle. The two ends of the axle are hinged to the tires. The first angle sensor is located on the axle to detect the real-time position of the tires. The second angle sensor is located on the guide mechanism to detect changes in the angle of the guide mechanism.

2. The automatically moving sightseeing vehicle according to claim 1, characterized in that, The steering device further includes a first mounting bracket, which is located on the axle near the inner side of the tire, and the first angle sensor is located on the first mounting bracket.

3. The automatically moving sightseeing vehicle according to claim 2, characterized in that, The axle includes an axle body, two steering actuators, and two swivels. The two steering actuators are arranged symmetrically on the left and right sides and are parallel to the axle body. One end of each steering actuator is connected to the middle of the axle body. One end of each swivel is hinged to the other end of each steering actuator. The other end of each swivel is connected to the tire. The first mounting bracket is located on the axle body and the swivels.

4. The automatically moving sightseeing vehicle according to claim 3, characterized in that, The steering device further includes a second mounting bracket, which is disposed between the axle and the guide mechanism. The second mounting bracket is vertically arranged below the axle body, and the second angle sensor is disposed on the second mounting bracket.

5. An automatically driving sightseeing vehicle according to claim 4, characterized in that, The guiding mechanism includes a slewing bearing, a steering fork, a deflector, and a guide wheel assembly. The outer ring of the slewing bearing is fixedly connected to the bottom of the second mounting bracket, and the inner ring of the slewing bearing is fixedly connected to one end of the steering fork. The other end of the steering fork is hinged to one end of the deflector, and the axis of the hinge shaft is parallel to the axis of the axle body. The other end of the deflector is hinged to the guide wheel assembly. The guide wheel assembly includes a first wheel frame, a second wheel frame, a third wheel frame, an upper guide wheel, a lower guide wheel, and a side guide wheel. The first wheel frame is a hollow structure, and the I-beam guide is arranged inside the first wheel frame. The second wheel frame and the third wheel frame are fixedly connected to the left and right sides of the interior of the first wheel frame, respectively. The first wheel frame has upper guide wheels symmetrically arranged above the upper flange of the I-beam guide, and the third wheel frame has lower guide wheels symmetrically arranged below the upper flange of the I-beam guide. The third wheel frame has side guide wheels symmetrically arranged on both sides of the web of the I-beam guide.

6. The automatically moving sightseeing vehicle according to claim 1, characterized in that, The single-sided sliding door of the carriage includes an active lifting assembly, a rotating shaft, and a baffle. The active lifting assembly includes a lifting motor and a main swing arm. The rotating shaft is arranged horizontally. The output shaft of the lifting motor is connected to one end of the rotating shaft. The end of the main swing arm near the lifting motor is fixedly connected to the rotating shaft, and the end of the main swing arm away from the lifting motor is connected to the baffle. The lifting motor drives the rotating shaft to rotate, and the main swing arm drives the baffle to rise or fall under the action of the rotation of the rotating shaft.

7. An automatically operating sightseeing vehicle according to claim 6, characterized in that, The active lifting assembly also includes a main pneumatic spring, one end of which is hinged to the end of the main swing arm near the rotating shaft, and the other end of which is hinged to the carriage body.

8. An automatically operating sightseeing vehicle according to claim 6, characterized in that, A magnetic attraction element is provided between the baffle and the carriage body.

9. An automatically driving sightseeing vehicle according to claim 7, characterized in that, The single-sided sliding door of the carriage also includes at least one auxiliary lifting assembly. The auxiliary lifting assembly and the active lifting assembly are arranged at intervals along the axis of the rotating shaft. The auxiliary lifting assembly includes a secondary swing rod, a secondary bearing seat, and a secondary pneumatic spring. The secondary bearing seat is fixedly connected to the carriage body. The rotating shaft passes through the secondary bearing seat and is hinged to the secondary bearing seat. One end of the secondary swing rod near the secondary bearing seat is fixedly connected to the rotating shaft. The other end of the secondary swing rod away from the secondary bearing seat is connected to the baffle. One end of the secondary pneumatic spring is hinged to the end of the secondary swing rod near the rotating shaft, and the other end of the secondary pneumatic spring is hinged to the carriage body.

10. An automatically moving sightseeing vehicle according to any one of claims 1-9, characterized in that, It also includes a shock absorption device, which is disposed between the steering device and the carriage body. The shock absorption device includes a leaf spring and a shock absorber. The two ends of the leaf spring are respectively hinged to the bottom of the carriage body, the middle part of the leaf spring is fixedly connected to the axle, one end of the shock absorber is hinged to the bottom of the carriage body, and the other end of the shock absorber is hinged to the axle.

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