Chassis mechanism capable of rotating at same angle
By using a chassis mechanism that rotates at the same angle, and by combining synchronous belts and gears, the flatbed trolley can make flexible turns in narrow sections of road, solving the problem of insufficient obstacle avoidance when turning and improving obstacle avoidance capabilities.
Patent Information
- Application Number
- CN202423320421.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-31
- Publication Date
- 2025-11-14
- Estimated Expiration
- 2034-12-31
AI Technical Summary
When flatbed trolleys turn at construction sites, especially in narrow sections, they lack the flexibility to turn and avoid obstacles.
The chassis mechanism, which rotates at the same angle, uses a combination of timing belts and gears to achieve synchronous or reverse rotation of the four steering wheels of the chassis body, reducing the space required for turning and improving flexibility.
It enhances the turning flexibility of the flatbed cart in narrow sections of road, reduces the space required for turning, and improves obstacle avoidance capabilities.
Smart Images
Figure CN223546379U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of walking tools technology, specifically to a chassis mechanism that rotates at the same angle. Background Technology
[0002] On construction sites, flatbed trolleys are typically used to transport equipment or materials. Since temporary materials are often piled up on construction sites, these temporary materials can become obstacles in the trolley's transport path. When the trolley passes through an obstacle, it needs to detour. In the design of related technologies, the flatbed trolley rotates around a corner of its chassis as the center, adjusting the direction of the trolley's front to avoid obstacles and make turns.
[0003] Regarding the aforementioned technologies, when the flatbed trolley turns, the rear of the vehicle, which is far from the center, requires a large turning space. However, in narrower sections of road, there is not enough turning space, making it difficult to complete the turn in one step. It is necessary to repeatedly reverse and adjust the direction of the vehicle. Therefore, the flatbed trolley has insufficient turning and obstacle avoidance flexibility. Utility Model Content
[0004] The purpose of this invention is to provide a chassis mechanism that rotates at the same angle to solve the problem of insufficient flexibility in turning and avoiding obstacles for flatbed trolleys.
[0005] To achieve the above objectives, this utility model provides a chassis mechanism that rotates at the same angle, employing the following technical solution:
[0006] A chassis mechanism that rotates at the same angle includes a chassis body. Each of the four corners of the chassis body's bottom surface is rotatably connected to a steering wheel. A first synchronous belt is fitted onto two of the steering wheels at one end of the chassis body. A drive wheel is rotatably connected to the side of the chassis body, and the drive wheel abuts against the outer periphery of the first synchronous belt. A clamping element is provided on the drive wheel. A second synchronous belt is fitted onto two of the steering wheels at the other end of the chassis body. A co-directional gear and a counter-directional gear are rotatably mounted on the chassis body. The first synchronous belt is fitted onto the lower half of the co-directional gear, and the second synchronous belt is fitted onto the upper half of the co-directional gear. The counter-directional gear meshes with the upper half of the co-directional gear and rotates around the co-directional gear. When the counter-directional gear rotates to the side of the co-directional gear closest to the drive wheel, the counter-directional gear abuts against the inner side of the second synchronous belt.
[0007] As an optimization of the chassis mechanism that rotates at the same angle, the center of the co-rotating gear is rotatably connected to a first central shaft, the center of the counter-rotating gear is rotatably connected to a second central shaft, a rotating rod is rotatably connected to the periphery of the first central shaft, and the end of the rotating rod away from the first central shaft is rotatably connected to the periphery of the second central shaft.
[0008] As an optimization of the chassis mechanism that rotates at the same angle, the top surface of the chassis body is also provided with a cover plate, the bottom surface of the cover plate is provided with a circular groove, the center of the circular groove is the first central axis, the second central axis is slidably connected to the inner wall of the circular groove, and the side wall of the rotating rod is provided with a telescopic locking rod, which is used to press against the inner wall of the circular groove.
[0009] As an optimization of the chassis mechanism that rotates at the same angle, a tensioning wheel is also rotatably connected to the chassis body, and the tensioning wheel abuts against the outer periphery of the second synchronous belt.
[0010] As an optimization of the chassis mechanism that rotates at the same angle, the chassis body is provided with a slide groove, a slider is slidably connected in the slide groove, a tension wheel is rotatably mounted on the slider, a spring is provided in the slide groove, one end of the spring is fixedly connected to the slider, and the other end of the spring is fixedly connected to the inner side wall of the slide groove.
[0011] As an optimization of the chassis mechanism that rotates at the same angle, the clamping member includes a receiving plate, a screw, and a nut. The receiving plate is fixedly connected to the periphery of the chassis body and extends towards the drive wheel. The screw is rotatably mounted on the receiving plate, and the nut is located on the side of the drive wheel away from the receiving plate. The nut is threadedly connected to the screw.
[0012] As an optimization of the chassis mechanism that rotates at the same angle, the drive wheel is provided with an angle mark, which corresponds to the rotation angle of the rotating wheel.
[0013] As an optimization of the chassis mechanism that rotates at the same angle, the drive wheel is provided with friction texture on its circumference.
[0014] Compared to existing technologies, the advantages of this invention are as follows: When the flatbed trolley needs to avoid obstacles and turn, the first synchronous belt allows the two steering wheels at one end of the chassis to rotate synchronously. Then, through the same-direction gear and the second synchronous belt, the two steering wheels at the other end of the chassis rotate synchronously. Under the control of the drive wheels, all four steering wheels of the chassis rotate synchronously at the same angle, facilitating overall translation of the chassis in any direction, thereby improving the flatbed trolley's obstacle avoidance and turning flexibility. Furthermore, by rotating the reverse gear to the side of the same-direction gear closer to the drive wheels, and replacing the same-direction gear with the reverse gear connected to the second synchronous belt, the second synchronous belt rotates in the opposite direction to the first synchronous belt. This causes the steering wheels at both ends of the chassis to rotate in the same opposite angle, shifting the flatbed trolley's rotation center from the corner to the center, reducing the turning space required at the rear of the flatbed trolley, and thus improving the flatbed trolley's obstacle avoidance and turning flexibility. Attached Figure Description
[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is a schematic diagram of the overall structure of the chassis mechanism in an embodiment of this application;
[0017] Figure 2 This is a plan view of the internal structure of the chassis body according to an embodiment of this application;
[0018] Figure 3 This is a plan view of the bottom surface structure of the cover plate in an embodiment of this application;
[0019] Figure 4 for Figure 1 Enlarged view of point A in the middle;
[0020] Figure 5 for Figure 1 Enlarged view of section B in the middle.
[0021] In the diagram: 1. Chassis body; 10. Cover plate; 11. Circular groove; 12. Slide groove; 2. Steering wheel; 21. Transmission gear; 3. First synchronous belt; 4. Drive wheel; 5. Clamping element; 51. Support plate; 52. Screw; 53. Nut; 6. Second synchronous belt; 7. Co-rotating gear; 71. First central shaft; 72. Rotating rod; 721. Telescopic locking rod; 8. Reverse gear; 81. Second central shaft; 9. Tensioning wheel; 91. Slider; 92. Spring. Detailed Implementation
[0022] To make the technical solution and advantages of this utility model clearer, the present utility model and its beneficial effects will be described in further detail below with reference to specific embodiments and accompanying drawings. However, the embodiments of this utility model are not limited thereto.
[0023] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0024] All standard parts used in this utility model can be purchased from the market, and irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art, and the circuit connection adopts conventional connection methods in the prior art, which will not be described in detail here.
[0025] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail below.
[0026] This application provides a chassis mechanism that rotates at the same angle, using the following technical solution:
[0027] Reference Figure 1 and Figure 2 The chassis mechanism includes a rectangular chassis body 1. Steering wheels 2 are rotatably mounted at each of the four corners of the chassis body 1's bottom surface. A central shaft is welded and fixed to the center of each steering wheel 2. The chassis body 1 has a hollow interior, with the central shaft extending into the interior of the chassis body 1. A transmission gear 21 is mounted on the central shaft, and the transmission gears 21 on each steering wheel 2 are of the same specification. A first synchronous belt 3 is mounted on the transmission gears 21 of the two steering wheels 2 at one end of the chassis body 1, and a second synchronous belt 6 is mounted on the transmission gears 21 of the two steering wheels 2 at the other end of the chassis body 1. The first synchronous belt 3 and the second synchronous belt 6 are chains.
[0028] Reference Figure 1 and Figure 2 A drive wheel 4 is rotatably connected to the side wall of the chassis body 1. The drive wheel 4 abuts against the outer periphery of the first synchronous belt 3. The drive wheel 4 can be rotated by manual operation or by adding an external motor. At the same time, a clamping device 5 is also installed on the drive wheel 4 to brake it. When the drive wheel 4 rotates, the first synchronous belt 3 rotates with the drive wheel 4 at the same linear speed, driving the transmission gear 21 to rotate, thereby causing the two steering wheels 2 on one side of the chassis body 1 to rotate by the same angle. When the clamping device 5 is pressed, it can limit the drive wheel 4, stopping its rotation and stopping the two steering wheels 2 at the required angle, thus meeting the movement requirements of the flatbed trolley.
[0029] Reference Figure 1 and Figure 2A co-rotating gear 7 and a counter-rotating gear 8 are rotatably mounted on the chassis body 1. Both the co-rotating gear 7 and the counter-rotating gear 8 are of the same specification as the transmission gear 21, and the thickness of the co-rotating gear 7 is twice the thickness of the transmission gear 21. A first synchronous belt 3 is fitted onto the lower half of the co-rotating gear 7, and a second synchronous belt 6 is fitted onto the upper half of the co-rotating gear 7. Under the action of the first synchronous belt 3, the co-rotating gear 7 rotates synchronously with the two transmission gears 21 at one end of the chassis body 1. Under the action of the second synchronous belt 6, the co-rotating gear 7 rotates synchronously with the two transmission gears 21 at the other end of the chassis body 1, thereby causing the four steering wheels 2 of the chassis body 1 to rotate at the same angle, which is the first obstacle avoidance mode. In this mode, the chassis body 1 can perform overall translation in any specific direction, making it easy to move to a position with sufficient turning space at the rear corner for turning, thus adapting to different narrow road conditions and facilitating exit, increasing the obstacle avoidance flexibility of the flatbed trolley.
[0030] Reference Figure 1 and Figure 2 The reverse gear 8 meshes with the upper half of the same-direction gear 7, and the reverse gear 8 and the same-direction gear 7 rotate in opposite directions at the same angular velocity. The reverse gear 8 rotates around the synchronous gear as the center and can rotate to any position of the synchronous gear. When the reverse gear 8 rotates to the side of the same-direction gear 7 that is close to the drive wheel 4, the circumference of the reverse gear 8 replaces the circumference of the same-direction gear 7 and abuts against the inner side of the second synchronous belt 6, causing the second synchronous belt 6 to rotate in the opposite direction, driving the steering wheels 2 at both ends of the chassis body 1 to rotate in opposite directions at the same angular velocity. This is the second obstacle avoidance mode. In this mode, the wheels at both ends of the flatbed trolley are biased symmetrically about the middle of the flatbed trolley, shifting the rotation center of the flatbed trolley from the corners to the middle, causing the front and rear of the flatbed trolley to swing synchronously, thereby reducing the swing space required for the rear and improving the obstacle avoidance flexibility of the flatbed trolley.
[0031] In the preferred embodiment of this application, reference is made to Figure 2 and Figure 3 The rotating shaft of the co-rotating gear 7 is fitted with a first central shaft 71, which is fixedly connected to the top surface of the chassis body 1. The co-rotating gear 7 is mounted on the first central shaft 71 via a bearing sleeve and rotates. The rotating shaft of the counter-rotating gear 8 is fitted with a second central shaft 81, which is mounted on the second central shaft 81 via a bearing sleeve and rotates. A rotating rod 72 is rotatably connected to the periphery of the first central shaft 71, with one end of the rotating rod 72 rotatably connected to the periphery of the second central shaft 81. By turning the rotating rod 72, the second central shaft 81 can be rotated around the first central shaft 71, thereby enabling the counter-rotating gear 8 to rotate around the co-rotating gear 7.
[0032] Furthermore, referring to Figure 1 and Figure 3A cover plate 10 is detachably connected to the top surface of the chassis body 1. A circular groove 11 is formed on the bottom surface of the cover plate 10. The center of the circular groove 11 is a first central axis 71, and a second central axis 81 is slidably connected to the inner wall of the circular groove 11. A telescopic locking rod 721 is fixedly connected to the side wall of the rotating rod 72. In this embodiment, the telescopic locking rod 721 is the telescopic rod of a miniature cylinder, and the telescopic rod extends toward the inner wall of the circular groove 11. By the telescopic locking rod 721 abutting against the inner wall of the circular groove 11, the rotating rod 72 can be braked, thereby locking the position of the second central axis 81 relative to the first central axis 71.
[0033] In a preferred embodiment of this application, reference is made to Figure 1 , Figure 2 and Figure 4 A tensioning wheel 9 is also rotatably mounted on the chassis body 1. The tensioning wheel 9 abuts against the outer periphery of the second synchronous belt 6. Under the action of the tensioning wheel 9, the second synchronous belt 6 is always internally connected to the same-direction gear 7 or the opposite-direction gear 8, which prevents the second synchronous belt 6 from falling off and helps to improve the transmission efficiency of the second synchronous belt 6.
[0034] Furthermore, referring to Figure 1 , Figure 2 and Figure 4 A groove 12 is provided on the chassis body 1, with the length direction of the groove 12 perpendicular to the side of the chassis body 1. A slider 91 is slidably connected in the groove 12, and the main shaft of the tension wheel 9 is rotatably mounted on the top surface of the slider 91. A spring 92 is embedded in the groove 12, with the length direction of the spring 92 being the same as the length of the groove 12. The spring 92 is mounted on the side of the slider 91 near the side of the chassis body 1, with one end of the spring 92 adhered to the side wall of the sliding hole and the other end adhered to the inner side wall of the groove 12. The natural length of the spring 92 is greater than the length of the groove 12. The spring 92 is always in a compressed state when installed in the groove 12. When the second synchronous belt 6 becomes loose, the spring 92 releases part of its stored elastic potential energy, driving the slider 91 to approach the second synchronous belt 6, so that the tension wheel 9 always presses against and abuts the outer periphery of the second synchronous belt 6, thereby maintaining the transmission efficiency of the second synchronous belt 6 during dynamic shaking.
[0035] In the preferred embodiment of this application, reference is made to Figure 1 , Figure 2 and Figure 5 The clamping component 5 includes a receiving plate 51, a screw 52, and a nut 53. The receiving plate 51 is welded and fixed to the periphery of the chassis body 1, extending towards the bottom surface of the drive wheel 4. The screw 52 is rotatably connected to the receiving plate 51. The nut 53 is located on the side of the drive wheel 4 away from the receiving plate 51, and the nut 53 is threaded onto the screw 52. By rotating the nut 53 closer to the drive wheel 4, the nut 53 presses against the top surface of the drive wheel 4, restricting the rotation of the drive wheel 4, thereby achieving braking of the drive wheel 4.
[0036] In a preferred embodiment of this application, an angle mark is printed on the upper surface of the drive wheel 4. The angle mark is converted according to the transmission ratio between the drive wheel 4 and the transmission gear 21, so that the turning angle of the steering wheel 2 is directly reflected on the drive wheel 4, which makes it easier to adjust the angle of the steering wheel 2 and thus improve the accuracy of the turning angle control.
[0037] In a preferred embodiment of this application, the drive wheel 4 has friction texture integrally formed on its circumference. The friction texture can improve the transmission efficiency between the drive wheel 4 and the first synchronous belt 3, prevent slippage between the drive wheel 4 and the first synchronous belt 3, and also improve the transmission efficiency between the drive wheel 4 and the external driving force, thereby improving the accuracy of the adjustment angle of the drive wheel 4.
[0038] The experimental principle of this embodiment is as follows: When the flatbed trolley needs to avoid obstacles and turn, it selects the appropriate obstacle avoidance mode based on the road conditions of the narrow section. The rotating lever 72 is moved so that the reverse gear 8 is positioned in different directions from the same-direction gear 7, allowing for switching between two different obstacle avoidance modes. In the first obstacle avoidance mode, the reverse gear 8 is located on the side of the same-direction gear 7 away from the drive wheel 4. At this time, the same-direction gear 7 is internally connected to the second synchronous belt 6, and the four steering wheels 2 of the chassis body 1 rotate synchronously at the same angle, facilitating overall translation in any direction. This allows the flatbed trolley to be moved to a sufficient turning space to adjust its direction, thereby improving the flatbed trolley's obstacle avoidance and turning flexibility. In the second obstacle avoidance mode, the reverse gear 8 is located on the side of the same-direction gear 7 closer to the drive wheel 4. At this time, the reverse gear 8 is internally connected to the second synchronous belt 6, and the first synchronous belt 3 and the second synchronous belt 6 rotate in opposite directions. The steering wheels 2 at both ends of the chassis body 1 rotate in opposite directions at the same angular velocity, causing the front and rear of the flatbed trolley to swing synchronously, reducing the required turning space and thus improving the flatbed trolley's obstacle avoidance and turning flexibility.
[0039] Based on the disclosure and teachings of the above specification, those skilled in the art can make changes and modifications to the above embodiments. Therefore, this utility model is not limited to the specific embodiments described above, and any obvious improvements, substitutions, or modifications made by those skilled in the art based on this utility model are within the protection scope of this utility model. Furthermore, although some specific terms are used in this specification, these terms are only for convenience of explanation and do not constitute any limitation on this utility model.
Claims
1. A chassis mechanism that rotates at the same angle, characterized in that, The chassis includes a chassis body (1), with steering wheels (2) rotatably connected to each of the four corners of the bottom surface of the chassis body (1). A first synchronous belt (3) is fitted onto two of the steering wheels (2) at one end of the chassis body (1). A drive wheel (4) is rotatably connected to the side of the chassis body (1), and the drive wheel (4) abuts against the outer periphery of the first synchronous belt (3). A clamping element (5) is provided on the drive wheel (4). A second synchronous belt (6) is fitted onto two of the steering wheels (2) at the other end of the chassis body (1). The upper part is provided with a co-rotating gear (7) and a reverse gear (8). The first synchronous belt (3) is sleeved on the lower half of the co-rotating gear (7), and the second synchronous belt (6) is sleeved on the upper half of the co-rotating gear (7). The reverse gear (8) meshes with the upper half of the co-rotating gear (7) and rotates around the co-rotating gear (7). When the reverse gear (8) rotates to the side of the co-rotating gear (7) close to the drive wheel (4), the reverse gear (8) abuts against the inner side of the second synchronous belt (6).
2. The chassis mechanism for rotating at the same angle according to claim 1, characterized in that, The center of the co-rotating gear (7) is rotatably connected to a first central shaft (71), and the center of the counter-rotating gear (8) is rotatably connected to a second central shaft (81). A rotating rod (72) is rotatably connected to the periphery of the first central shaft (71), and one end of the rotating rod (72) away from the first central shaft (71) is rotatably connected to the periphery of the second central shaft (81).
3. The chassis mechanism for rotating at the same angle according to claim 2, characterized in that, The top surface of the chassis body (1) is also provided with a cover plate (10), the bottom surface of the cover plate (10) is provided with a circular groove (11), the center of the circular groove (11) is the first central axis (71), the second central axis (81) is slidably connected to the inner wall of the circular groove (11), and the side wall of the rotating rod (72) is provided with a telescopic locking rod (721), the telescopic locking rod (721) is used to press against the inner wall of the circular groove (11).
4. The chassis mechanism for rotating at the same angle according to claim 1, characterized in that, A tensioning wheel (9) is rotatably connected to the chassis body (1), and the tensioning wheel (9) abuts against the outer periphery of the second synchronous belt (6).
5. A chassis mechanism that rotates at the same angle according to claim 4, characterized in that, The chassis body (1) is provided with a slide groove (12), and a slider (91) is slidably connected in the slide groove (12). The tension wheel (9) is rotatably mounted on the slider (91). A spring (92) is provided in the slide groove (12). One end of the spring (92) is fixedly connected to the slider (91), and the other end of the spring (92) is fixedly connected to the inner wall of the slide groove (12).
6. The chassis mechanism for rotating at the same angle according to claim 1, characterized in that, The clamping member (5) includes a receiving plate (51), a screw (52) and a nut (53). The receiving plate (51) is fixedly connected to the periphery of the chassis body (1). The receiving plate (51) extends toward the drive wheel (4). The screw (52) is rotatably mounted on the receiving plate (51). The nut (53) is located on the side of the drive wheel (4) away from the receiving plate (51). The nut (53) is threadedly connected to the screw (52).
7. A chassis mechanism that rotates at the same angle according to claim 1, characterized in that, An angle mark is provided on the drive wheel (4), and the angle mark corresponds to the turning angle of the steering wheel (2).
8. A chassis mechanism that rotates at the same angle according to claim 1, characterized in that, The drive wheel (4) has friction textures on its circumference.