Double-crawler-type all-terrain vehicle

Abstract

The utility model relates to a double-crawler-type all-terrain vehicle which comprises a vehicle body, two sides of the vehicle body are respectively provided with a group of mounting seats, each mounting seat is hinged with a guide wheel mechanism, a first Kristile suspension mechanism, a second Kristile suspension mechanism and a driving wheel mechanism, and each group of mounting seats is further provided with a group of crawler tensioner and a motor. A pair of tracks is mounted on the guide wheel mechanism, the first Cristles suspension mechanism, the second Cristles suspension mechanism, the driving wheel mechanism and the track tensioner which are positioned on the same side of the vehicle body; a power output shaft of the motor is in transmission connection with the driving wheel mechanism through a belt transmission pair; a whole vehicle controller and two motor drivers are installed in the vehicle body. The double-crawler-type all-terrain vehicle has the advantages that the accuracy and stability of steering control of the double-crawler-type all-terrain vehicle are improved, and operation of a driver is facilitated; abrasion of loading wheels is reduced, the transverse stability of the all-terrain vehicle is improved, and the all-terrain vehicle is prevented from tilting or turning over in the running process.

Description

TECHNICAL FIELD

[0001] The utility model relates to all terrain vehicle field especially relates to a double caterpillar track type all terrain vehicle. BACKGROUND

[0002] All terrain vehicle refers to the vehicle that can run on any terrain, and can walk freely on the terrain where ordinary vehicles are difficult to maneuver. This vehicle has multiple purposes and is not limited by road conditions, and is more and more popular.

[0003] Because all terrain vehicle needs to face various road conditions, the following problems exist when driving on some rugged and bumpy road surfaces: the road surface has large resistance to the turning of the vehicle, resulting in poor accuracy and stability of the driver controlling the turning of the all terrain vehicle; uneven load of the caterpillar track system causes large wear; poor lateral stability is prone to tilting and overturning. SUMMARY

[0004] The utility model aims at overcoming the above problems existing in the prior art, and provides a double caterpillar track type all terrain vehicle.

[0005] In order to realize the above technical purpose and achieve the above technical effect, the utility model realizes the following technical scheme:

[0006] A double caterpillar track type all terrain vehicle, comprising a vehicle body, a set of broken line shaped mounting seats are installed on both sides of the vehicle body, a guide wheel mechanism, a first christie suspension mechanism, a second christie suspension mechanism and a driving wheel mechanism are hingedly connected on the mounting seat, a set of dampers are installed between the mounting seat and the guide wheel mechanism, the first christie suspension mechanism and the second christie suspension mechanism, a set of caterpillar track tensioners and a motor are also installed on each set of mounting seat, a pair of caterpillar tracks are installed on the guide wheel mechanism, the first christie suspension mechanism, the second christie suspension mechanism, the driving wheel mechanism and the caterpillar track tensioner located on the same side of the vehicle body, the power output shaft of the motor is connected with the driving wheel mechanism through a belt transmission pair; a vehicle controller and two motor drivers are installed in the vehicle body, a linear steering control mechanism is installed on the front part of the vehicle body, the signal output end of the linear steering control mechanism is connected with the signal input end of the vehicle controller through a cable, the signal output end of the vehicle controller is connected with the signal receiving end of the two motor drivers through a cable respectively, and the two motor drivers are connected with the two motors through the terminal connection of the cable respectively.

[0007] The linear steering control mechanism comprises a freely rotatable steering shaft, a counterforce assembly for resetting the steering shaft, and a linear sensor for monitoring the rotation angle of the steering shaft, wherein the steering shaft, the counterforce assembly, and the linear sensor are all installed at the front of the vehicle body, the counterforce assembly comprises an oblong mounting plate, two clamping blocks, a guide shaft, a rack, and two compression springs, the two clamping blocks are respectively installed at the front faces of the two ends of the mounting plate, the two ends of the guide shaft are respectively clamped between the two clamping blocks and the mounting plate, a rack and two compression springs are sleeved on the guide shaft, and the two compression springs are respectively clamped between the rack and the two clamping blocks; a transmission gear is installed at the bottom of the steering shaft, and a first synchronous transmission wheel is installed on the transmission gear, the linear sensor is provided with a second synchronous transmission wheel on the sensing shaft, and the first synchronous transmission wheel is in rolling contact with the second synchronous transmission wheel.

[0008] The linear sensor is an angle displacement sensor.

[0009] The top of the steering shaft is provided with a handle for controlling the rotation of the steering shaft.

[0010] The guide wheel mechanism comprises a linear guide wheel swing arm, a linear guide wheel mounting arm, and four guide wheels, the rear part of the guide wheel swing arm is hinged to the front part of the mounting seat, a set of dampers is installed between the top of the guide wheel swing arm and the mounting seat, the guide wheel mounting arm is fixedly connected to the front part of the guide wheel swing arm, and two guide wheels are respectively installed at the two ends of the guide wheel mounting arm.

[0011] The first Christie suspension mechanism comprises a linear first weight wheel swing arm, a “\”-shaped first weight wheel mounting arm, and three first weight wheels, the upper part of the first weight wheel swing arm is hinged to the mounting seat, a set of dampers is installed between the middle part of the first weight wheel swing arm and the mounting seat, the first weight wheel mounting arm is fixedly installed at the bottom of the first weight wheel swing arm, one first weight wheel is installed at the front part of the first weight wheel mounting arm, and two coaxial first weight wheels are installed at the rear part of the first weight wheel mounting arm.

[0012] The second Christie suspension mechanism comprises a “〈”-shaped second weight wheel swing arm, a “\”-shaped second weight wheel mounting arm, and three second weight wheels, the middle part of the second weight wheel swing arm is hinged to the mounting seat, a set of dampers is installed between the top of the second weight wheel swing arm and the mounting seat, the second weight wheel mounting arm is fixedly installed at the bottom of the second weight wheel swing arm, one second weight wheel is installed at the front part of the second weight wheel mounting arm, and two coaxial second weight wheels are installed at the rear part of the second weight wheel mounting arm.

[0013] The driving wheel mechanism comprises a linear driving wheel mounting arm, a driving wheel, a driving belt pulley, a transmission belt, a driven belt pulley and a driving motor.

[0014] The linear sensor accurately monitors the rotation angle of the steering shaft rotated by the driver, improves the accuracy of the steering control of the double-track all-terrain vehicle, the driver's operation of the steering shaft rotation is not affected by the change of the resistance received by the track wheel, the stability of the steering operation of the double-track all-terrain vehicle is improved, and the driver is convenient to operate, the first Christie suspension mechanism with three first load wheels and the second Christie suspension mechanism with three second load wheels are matched, the weight of the all-terrain vehicle can be effectively shared, so that the load borne by each load wheel is uniform, the wear of the load wheel is reduced, the lateral stability of the all-terrain vehicle is improved, and the all-terrain vehicle is prevented from tilting or overturning during driving. BRIEF DESCRIPTION OF DRAWINGS

[0015] The accompanying drawings, which are included to provide a further understanding of the present application and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0016] Figure 1 is a partial three-dimensional structure schematic view of the double-track all-terrain vehicle in the present application;

[0017] Figure 2 is a structure schematic view of the mounting seat, the guide wheel mechanism, the first Christie suspension mechanism, the second Christie suspension mechanism, the driving wheel mechanism, the damper, the track tensioner, the belt transmission pair and the track assembly on one side of the vehicle body in the present application;

[0018] Figure 3 is a partial structure schematic view of the linear steering control mechanism in the first embodiment of the present application;

[0019] Figure 4 is a trajectory schematic view of the right turning of the double-track all-terrain vehicle in the present application;

[0020] Figure 5The utility model discloses a relationship coordinate graph between the steering shaft rotation angle and the turning radius of the double-track all-terrain vehicle.

[0021] Mark explanation in drawing: car body 1, mounting seat 2, guide wheel mechanism 3, guide wheel swing arm 301, guide wheel mounting arm 302, guide wheel 303, first christie suspension mechanism 4, first weight wheel swing arm 401, first weight wheel mounting arm 402, first weight wheel 403, second christie suspension mechanism 5, second weight wheel swing arm 501, second weight wheel mounting arm 502, second weight wheel 503, drive wheel mechanism 6, drive wheel mounting arm 601, drive wheel 602, damper 7, track tensioner 8, motor 9, track 10, belt transmission pair 11, drive belt pulley 1101, transmission belt 1102, driven belt pulley 1103, linear steering control mechanism 12, steering shaft 1201, handlebar 1201a, counterforce assembly 1202, linear sensor 1203, mounting plate 1202a, clamping block 1202b, guide shaft 1202c, rack 1202d, compression spring 1202e, transmission gear 1204, first synchronous transmission wheel 1205, second synchronous transmission wheel 1206. DETAILED DESCRIPTION

[0022] The utility model discloses a relationship coordinate graph between the steering shaft rotation angle and the turning radius of the double-track all-terrain vehicle.

[0023] As Figures 1 to 3 shown, a double-track all-terrain vehicle includes car body 1, and one set of broken line mounting seat 2 is installed on the both sides of car body 1 respectively, and guide wheel mechanism 3, first christie suspension mechanism 4, second christie suspension mechanism 5, drive wheel mechanism 6 are hinged on mounting seat 2, and one set of damper 7 is installed between mounting seat 2 and guide wheel mechanism 3, first christie suspension mechanism 4, second christie suspension mechanism 5 respectively, and one set of damper 7 is installed between drive wheel mechanism 6 and car body 1, and one set of track tensioner 8 and one motor 9 are installed on each mounting seat 2, and one pair of track 10 is installed on guide wheel mechanism 3, first christie suspension mechanism 4, second christie suspension mechanism 5, drive wheel mechanism 6, track tensioner 8 located on the same side of car body 1, and the power output shaft of motor 9 is connected with drive wheel mechanism 6 through belt transmission pair 11.

[0024] Guide wheel mechanism 3 includes straight line guide wheel swing arm 301, straight line guide wheel mounting arm 302, four guide wheels 303, the rear portion of guide wheel swing arm 301 is hinged with the front portion of mounting seat 2, a set of damper 7 is installed between the top of guide wheel swing arm 301 and mounting seat 2, guide wheel mounting arm 302 is fixedly connected at the front portion of guide wheel swing arm 301, and two guide wheels 303 are installed at the both ends of guide wheel mounting arm 302 respectively.

[0025] The first Christie suspension mechanism 4 comprises a straight first weight wheel swing arm 401, a "︿" shaped first weight wheel mounting arm 402, three first weight wheels 403, the upper part of the first weight wheel swing arm 401 is hinged to the mounting seat 2, a set of dampers 7 is installed between the middle part of the first weight wheel swing arm 401 and the mounting seat 2, the first weight wheel mounting arm 402 is fixedly installed at the bottom of the first weight wheel swing arm 401, one first weight wheel 403 is installed at the front part of the first weight wheel mounting arm 402, and two coaxial first weight wheels 403 are installed at the rear part of the first weight wheel mounting arm 402.

[0026] The second Christie suspension mechanism 5 comprises a "〈" shaped second weight wheel swing arm 501, a "︿" shaped second weight wheel mounting arm 502, three second weight wheels 503, the middle part of the second weight wheel swing arm 501 is hinged to the mounting seat 2, a set of dampers 7 is installed between the top part of the second weight wheel swing arm 501 and the mounting seat 2, the second weight wheel mounting arm 502 is fixedly installed at the bottom of the second weight wheel swing arm 501, one second weight wheel 503 is installed at the front part of the second weight wheel mounting arm 502, and two coaxial second weight wheels 503 are installed at the rear part of the second weight wheel mounting arm 502.

[0027] The driving wheel mechanism 6 comprises a straight driving wheel mounting arm 601 and a driving wheel 602, the front part of the driving wheel mounting arm 601 is hinged to the rear part of the mounting seat 2, the driving wheel 602 is rotatably installed at the rear part of the driving wheel mounting arm 601, the belt transmission pair 11 comprises a driving belt pulley 1101, a transmission belt 1102 and a driven belt pulley 1103, the driving belt pulley 1101 is installed on the power output shaft of the motor 9, the driven belt pulley 1103 is installed on the driving wheel 602, and the transmission belt 1102 is tensioned by the driving belt pulley 1101 and the driven belt pulley 1103.

[0028] The first Christie suspension mechanism with three first weight wheels and the second Christie suspension mechanism with three second weight wheels are matched, which can effectively share the weight of the all-terrain vehicle, so that the load borne by each weight wheel is uniform, the wear of the weight wheel is reduced, the lateral stability of the all-terrain vehicle is improved, and the all-terrain vehicle is prevented from tilting or overturning during driving.

[0029] The vehicle body 1 is provided with a vehicle controller and two motor drivers, the linear steering control mechanism 12 is installed at the front part of the vehicle body 1, the signal output end of the linear steering control mechanism 12 is connected with the signal input end of the vehicle controller through a cable, the signal output end of the vehicle controller is connected with the signal receiving end of the two motor drivers through cables, and the two motor drivers are connected with the terminal connection ends of the two motors 9 through cables.

[0030] The linear steering control mechanism 12 comprises a steering shaft 1201 capable of free rotation, a counterforce assembly 1202 for resetting the steering shaft, a linear sensor 1203 for monitoring the rotation angle of the steering shaft, the steering shaft 1201, the counterforce assembly 1202 and the linear sensor 1203 are all installed at the front part of the vehicle body 1, the top of the steering shaft 1201 is provided with a handle 1201a for controlling the rotation of the steering shaft; the counterforce assembly 1202 comprises a rectangular mounting plate 1202a, two clamping blocks 1202b, a guide shaft 1202c, a rack 1202d and two compression springs 1202e, the two clamping blocks 1202b are respectively installed on the front surface of the two ends of the mounting plate 1202a, the two ends of the guide shaft 1202c are respectively clamped between the two clamping blocks 1202b and the mounting plate 1202a, the guide shaft 1202c is sleeved with the rack 1202d and the two compression springs 1202e, and the two compression springs 1202e are respectively clamped between the rack 1202d and the two clamping blocks 1202b; the bottom of the steering shaft 1201 is provided with a transmission gear 1204 and a first synchronous transmission wheel 1205, the transmission gear 1204 is engaged with the rack 1202d, and a second synchronous transmission wheel 1206 is installed on the sensing shaft of the linear sensor 1203, and the first synchronous transmission wheel 1205 is in rolling contact with the second synchronous transmission wheel 1206.

[0031] In the embodiment, the linear sensor 1203 is an angle displacement sensor.

[0032] The whole vehicle controller is in communication connection with the two motor drivers respectively through the CAN bus or other vehicle internal network protocol.

[0033] The rotation angle of the steering shaft rotated by the driver is accurately collected by the first synchronous transmission wheel, the second synchronous transmission wheel and the linear sensor, and a steering signal is generated in sequence and transmitted to the whole vehicle controller, the whole vehicle controller processes the steering signal and sends the operation signals of the left motor and the right motor to the two motor drivers respectively, and the two motor drivers drive the two motors to operate according to the received operation signals, so as to drive the track wheels on both sides of the vehicle body to operate differentially and realize the steering of the double-track all-terrain vehicle.

[0034] The linear sensor accurately monitors the rotation angle of the steering shaft rotated by the driver, improves the accuracy of the steering control of the double-track all-terrain vehicle, the driver's operation of the steering shaft rotation is not affected by the change of the resistance received by the track wheel, improves the stability of the steering operation of the double-track all-terrain vehicle, and is convenient for the driver to operate.

[0035] In order to better control the operation of the two motors, the vehicle body is also provided with a posture sensor for monitoring the posture of the vehicle body, an accelerator pedal and a pedal sensor, the sensing head of the pedal sensor is connected with the accelerator pedal, the signal output end of the posture sensor and the signal output end of the pedal sensor are connected with the signal input end of the vehicle controller through cables respectively.

[0036] The working principle between the steering wheel and the turning radius of the double-track all-terrain vehicle when turning:

[0037] In combination with the accompanying drawings, Figure 4 when the double-track all-terrain vehicle turns right, the left track runs at a speed of V l , the turning radius is R l , the right track runs at a speed of V r , the turning radius is R r , the angular velocity of the double-track all-terrain vehicle turning is ω, the center distance between the left track and the right track of the double-track all-terrain vehicle is B, according to the speed calculation formula, the following formula can be obtained:

[0038] V l = R l · ω = (R r + B) · ω (Formula One)

[0039] V r = R r · ω (Formula Two)

[0040] From Formula One and Formula Two, the speed difference between the running speed of the left track and the running speed of the right track can be derived as follows:

[0041] V l - V r = (R r + B) · ω - R r · ω = B · ω (Formula Three)

[0042] From Formula Three, the relationship between the angular velocity and the speed difference can be derived as follows:

[0043]

[0044] From Formula One and Formula Three, the relationship between the running speed of the left track and the angular velocity can be derived as follows:

[0045]

[0046] From formula five, it can be seen that the turning radius of the left track is inversely proportional to the angular velocity. When the angular velocity increases, the turning radius decreases; when the angular velocity decreases, the turning radius increases.

[0047] The steering shaft rotation angle is θ: the rotation angle of the steering wheel, which affects the degree of turning of the vehicle.

[0048] From the attached Figure 5 It can be seen that the relationship between the steering shaft rotation angle θ and the turning radius: the larger the steering shaft rotation angle, the smaller the turning radius; on the contrary, the smaller the steering shaft rotation angle, the larger the turning radius.

[0049] In summary, in practical applications:

[0050] Low-speed turning case: when the double-track all-terrain vehicle is driving at low speed, the steering shaft rotation angle is large, the turning radius is small, and the vehicle is more easily turned.

[0051] High-speed turning case: when the double-track all-terrain vehicle is driving at high speed, the steering shaft rotation angle is small, and the turning radius is large, so as to ensure the stability and safety of the vehicle.

[0052] The above shows and describes the basic principle, main features and advantages of the present application. It should be understood by those skilled in the art that the present application is not limited by the above examples, and the above examples and descriptions in the specification are only to illustrate the principle of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the present application.

Claims

1. An amphibious vehicle comprising a vehicle body, characterised in that: Two sides of the vehicle body are respectively provided with a set of fold line-shaped mounting seats, the mounting seats are hingedly provided with a guide wheel mechanism, a first Christie suspension mechanism, a second Christie suspension mechanism and a driving wheel mechanism, a set of dampers are respectively arranged between the mounting seats and the guide wheel mechanism, the first Christie suspension mechanism and the second Christie suspension mechanism, a set of dampers are arranged between the driving wheel mechanism and the vehicle body, a set of track tensioners and a motor are further arranged on each set of mounting seats, a pair of tracks are arranged on the guide wheel mechanism, the first Christie suspension mechanism, the second Christie suspension mechanism, the driving wheel mechanism and the track tensioner located on the same side of the vehicle body, the power output shaft of the motor is drivingly connected with the driving wheel mechanism through a belt transmission pair, a vehicle controller and two motor drivers are arranged in the vehicle body, a linear steering control mechanism is arranged at the front of the vehicle body, the signal output end of the linear steering control mechanism is connected with the signal input end of the vehicle controller through a cable, the signal output end of the vehicle controller is connected with the signal receiving end of the two motor drivers through cables, and the two motor drivers are connected with the two motors through the terminal connection of cables.

2. The dual track ATV of claim 1, wherein: The linear steering control mechanism comprises a steering shaft capable of freely rotating, a counterforce assembly for resetting the steering shaft and a linear sensor for monitoring the rotation angle of the steering shaft, the steering shaft, the counterforce assembly and the linear sensor are all arranged at the front of the vehicle body, the counterforce assembly comprises a rectangular mounting plate, two clamping blocks, a guide shaft, a rack and two compression springs, the two clamping blocks are respectively arranged on the front faces of the two ends of the mounting plate, the two ends of the guide shaft are respectively clamped between the two clamping blocks and the mounting plate, the guide shaft is sleeved with a rack and two compression springs, and the two compression springs are respectively clamped between the rack and the two clamping blocks; the bottom of the steering shaft is provided with a transmission gear and a first synchronous transmission wheel, the transmission gear is in mesh with the rack, and the sensing shaft of the linear sensor is provided with a second synchronous transmission wheel, and the first synchronous transmission wheel and the second synchronous transmission wheel are in rolling contact.

3. The dual track ATV of claim 2, wherein: The linear sensor is an angle displacement sensor.

4. The dual track ATV of claim 2, wherein: The top of the steering shaft is provided with a handle for controlling the rotation of the steering shaft.

5. The dual track ATV of claim 1, wherein: The guide wheel mechanism comprises a straight-line-shaped guide wheel swing arm, a straight-line-shaped guide wheel mounting arm and four guide wheels, the rear part of the guide wheel swing arm is hingedly connected with the front part of the mounting seat, and a set of dampers is arranged between the top of the guide wheel swing arm and the mounting seat; the guide wheel mounting arm is fixedly connected to the front part of the guide wheel swing arm, and two guide wheels are respectively arranged at the two ends of the guide wheel mounting arm.

6. The dual track ATV of claim 1, wherein: The first Christie suspension mechanism comprises a straight-line-shaped first load wheel swing arm, a "T" shaped first load wheel mounting arm and three first load wheels, the upper part of the first load wheel swing arm is hingedly connected with the mounting seat, a set of dampers is arranged between the middle part of the first load wheel swing arm and the mounting seat, the first load wheel mounting arm is fixedly arranged at the bottom of the first load wheel swing arm, one first load wheel is arranged at the front part of the first load wheel mounting arm, and two coaxial first load wheels are arranged at the rear part of the first load wheel mounting arm.

7. The dual track ATV of claim 1, wherein: The second Christi suspension mechanism comprises a "〈" shaped second counterweight wheel swing arm, a "︿" shaped second counterweight wheel mounting arm and three second counterweight wheels, the middle part of the second counterweight wheel swing arm is hinged to the mounting base, a set of dampers are installed between the top part of the second counterweight wheel swing arm and the mounting base, the second counterweight wheel mounting arm is fixedly installed at the bottom part of the second counterweight wheel swing arm, one second counterweight wheel is installed at the front part of the second counterweight wheel mounting arm, and two coaxial second counterweight wheels are installed at the rear part of the second counterweight wheel mounting arm.

8. The dual track ATV of claim 1, wherein: The straight driving wheel mounting arm and the driving wheel of the driving wheel mechanism, the front part of the driving wheel mounting arm is hinged to the rear part of the mounting base, the driving wheel is rotationally installed at the rear part of the driving wheel mounting arm, the belt transmission pair comprises a driving belt pulley, a transmission belt and a driven belt pulley, the driving belt pulley is installed on the power output shaft of the motor, the driven belt pulley is installed on the driving wheel, and the transmission belt is tensioned by the driving belt pulley and the driven belt pulley.

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