Ladder-spanning type transportation carrier for complex terrains

Abstract

The utility model provides a complex terrain cross-step type transportation carrier which comprises a body, a vehicle body and a vehicle head, and the body comprises a vehicle body and a vehicle head which are connected with each other; the driving assembly comprises a power axle, a steering axle and a plurality of conversion wheels, the power axle and the steering axle are arranged in the vehicle head and the vehicle body respectively, the conversion wheels are distributed in a rectangular shape relative to the body, and the power axle and the steering axle are connected with the conversion wheels through rotating shafts; the transportation assembly comprises a bracket and a lifting structure used for adjusting the height of the bracket, the bottom of the bracket is rotationally connected with the lifting structure, and the lifting structure is installed at the top of the vehicle body; sufficient driving force can be provided through the power bridge and the steering bridge, and the load capacity of the transportation carrier can be improved; meanwhile, by applying the switching wheel with the adjustable application state, the transportation carrier can adapt to the complex transportation environment, the adaptive capacity of the transportation carrier can be improved, and the transportation efficiency of the transportation carrier is improved.

Description

Technical Field

[0001] This application relates to the field of transportation vehicle technology, and in particular to a multi-step transportation vehicle for complex terrain. Background Technology

[0002] With the continuous development of intelligent transportation, unmanned vehicles and other transportation vehicles have been widely used in many fields due to their excellent safety, economy, and scalability. At present, most unmanned vehicles adopt wheeled or tracked locomotives. However, the aforementioned two locomotive mechanisms make it difficult for transportation vehicles to simultaneously possess good traction and transportation stability, and they are less adaptable to complex and uneven road conditions, thus limiting the overall transportation efficiency of unmanned vehicles. Utility Model Content

[0003] In view of this, the present application aims to propose a multi-step transport vehicle for complex terrain, in order to solve some or all of the technical problems mentioned above.

[0004] To achieve the above objectives, this application provides a multi-step transportation vehicle for complex terrain, comprising:

[0005] The main body includes the interconnected body and front end;

[0006] The drive assembly includes a power axle, a steering axle, and multiple conversion wheels. The power axle and the steering axle are respectively disposed in the front of the vehicle and the vehicle body. The multiple conversion wheels are rectangularly distributed relative to the main body. The power axle and the steering axle are connected to the conversion wheels via a pivot.

[0007] The transport assembly includes a bracket and a lifting structure for adjusting the height of the bracket, the bottom of the bracket being rotatably connected to the lifting structure, the lifting structure being mounted on the top of the vehicle body.

[0008] As can be seen from the above, the complex terrain step-by-step transport vehicle provided in this application can provide stronger driving force and enhance its load capacity by setting a power axle at the front of the vehicle and configuring a steering axle on the body. At the same time, the transport vehicle can be adapted to different road conditions by adjusting the application state of the switching wheels, so that the transport vehicle can travel at high speed on flat roads and enhance its grip and climbing ability in complex environments, thereby improving the adaptability and flexibility of the transport vehicle to different environments and effectively improving the transport efficiency of the transport vehicle. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this application 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a schematic diagram of a multi-tiered transport vehicle for complex terrain, as described in the embodiments of this application.

[0011] Figure 2 This is an exploded schematic diagram of the wheel conversion in an embodiment of this application;

[0012] Figure 3 This is a schematic diagram of the wheel switching in the first state in an embodiment of this application;

[0013] Figure 4 This is a schematic diagram illustrating the wheel switching in the second state in an embodiment of this application;

[0014] Figure 5 This is a schematic diagram of the lifting structure in an embodiment of this application;

[0015] Figure 6 This is an exploded view of the lifting structure in an embodiment of this application;

[0016] Figure 7 This is a schematic diagram showing the connection between the guide rail and the first drive block and the second drive block in the embodiments of this application;

[0017] Figure 8 This is a schematic diagram showing the connection between the bracket and the first and second connecting rods in an embodiment of this application;

[0018] Figure 9 This is a schematic diagram showing the connection between the power axle and the steering axle and the main body in an embodiment of this application.

[0019] Explanation of reference numerals in the attached figures:

[0020] 101. Front of the vehicle; 102. Vehicle body;

[0021] 201. Power axle; 2011. Second drive unit; 2012. Second gear assembly; 202. Steering axle; 2021. Third drive unit; 2022. Differential; 203. Transfer wheel; 2031. Center plate; 2032. Wheel spoke; 20321. Positioning groove; 2033. Transfer shaft; 2034. Interlocking block; 20341. Positioning protrusion; 20342. Fastener; 2035. Arc plate; 210. Rotating shaft; 220. First bracket; 230. Second bracket;

[0022] 301, Bracket; 3011, Hinge Block; 302, Lifting Structure; 3021, Guide Rail; 3022, First Drive Block; 3023, Second Drive Block; 3024, First Linkage Rod; 3025, Second Linkage Rod; 3026, First Drive Rod; 3027, Second Drive Rod; 3028, Transmission Assembly; 30281, First Gear Component; 30282, Third Drive Rod; 30282a, First Thread; 30282b, Second Thread; 30283, First Transmission Block; 30284, Second Transmission Block; 3029, First Drive Unit;

[0023] 4. Obstacle avoidance unit. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0025] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed following the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0026] Currently, unmanned transport vehicles on the market mainly include two types: wheeled and tracked. Traditional wheel technology is mature and inexpensive, and can travel at relatively high speeds on flat roads such as regular highways. However, because transport vehicles using traditional wheels have limited climbing ability, they are prone to significant bumps and swaying when moving on complex terrain. While transport vehicles using tracks and guide wheels possess good climbing ability and traction, their travel speed is relatively slow, and their stability during operation still needs improvement.

[0027] In conclusion, neither wheeled nor tracked transport vehicles can simultaneously possess good traction and transport stability. This is especially true in complex and uneven terrains such as wilderness areas and construction ruins, where the performance end plates protrude further, making it difficult to achieve both stability and speed in transport, thus limiting the overall transport efficiency of the vehicles.

[0028] This application provides a multi-step transportation vehicle for complex terrain, combined with... Figures 1-9 The content presented provides a detailed description of the multi-tiered transport vehicle for this complex terrain.

[0029] A complex terrain-crossing, stepped transport vehicle includes a main body, a drive assembly, and a transport assembly. The main body includes a vehicle body 102 and a front end 101 connected to each other. The drive assembly includes a power axle 201, a steering axle 202, and multiple transfer wheels 203. The power axle 201 and the steering axle 202 are respectively disposed in the front end 101 and the vehicle body 102. The multiple transfer wheels 203 are rectangularly distributed relative to the main body. The power axle 201 and the steering axle 202 are connected to the transfer wheels 203 via a pivot 210. The transport assembly includes a bracket 301 and a lifting structure 302 for adjusting the height of the bracket 301. The bottom of the bracket 301 is rotatably connected to the lifting structure 302, and the lifting structure 302 is mounted on the top of the vehicle body 102.

[0030] Specifically, such as Figure 1 and Figure 9 As shown, the main body of the transport vehicle includes a body 102 and a front end 101 connected to each other. The power axle 201 of the drive assembly is located inside the front end 101, providing strong power to the transport vehicle and enhancing its ability to climb and cross obstacles. The steering axle 202 is located inside the body 102, providing corresponding driving force to the vehicle and changing the rotational speed of the wheels 203 on opposite sides of the transport vehicle, thereby changing the overall direction of travel and achieving on-demand steering. This arrangement of the power axle 201 and steering axle 202 not only optimizes power transmission and handling performance but also improves the overall mobility and adaptability of the transport vehicle.

[0031] For example, the body 102 and the front 101 can be formed by a one-piece molding process and can be formed by materials with high stability and high strength, such as aluminum alloy and high-strength fiber composite materials.

[0032] Specifically, such as Figures 1-4 as well as Figure 9As shown, the transport vehicle includes multiple convertible wheels 203 with interchangeable configurations to adapt to different road conditions. The multiple convertible wheels 203 can be arranged in a rectangular pattern relative to the main body to ensure the stability of the transport vehicle's support. More specifically, the power axle 201 is connected to the corresponding convertible wheel 203 via a corresponding shaft 210, driving the convertible wheel 203 to rotate and providing propulsion power to propel the transport vehicle forward. Furthermore, the steering axle 202 is also connected to the corresponding convertible wheel 203 via a corresponding shaft 210, changing the transport vehicle's direction of travel by adjusting the rotational speed of the different convertible wheels 203 on both sides of the vehicle body 102. This not only gives the transport vehicle stronger driving force and load capacity but also improves its driving flexibility and enhances its ability to pass through complex road conditions.

[0033] Specifically, such as Figure 1 as well as Figures 5-8 As shown, the top of the vehicle body 102 is equipped with a transport component for carrying goods, enabling the transport vehicle to have corresponding transport functions. The transport component includes a bracket 301 and a lifting structure 302 connected to the bottom of the bracket 301. The bracket 301 can support and carry the goods to be transported, and other accessories can be installed to expand its functionality according to actual needs. For example, when transferring goods, a cargo box can be installed on the bracket 301; while performing fire rescue missions, a fire extinguishing device can be installed on the bracket 301. That is, by flexibly configuring different additional components to meet different application scenarios, this design not only enhances the functionality of the transport vehicle but also helps to broaden its application range.

[0034] More specifically, the lifting structure 302 of the transport vehicle is mounted on the top of the vehicle body 102. Therefore, the height of the bracket 301 above the ground can be adjusted via the lifting structure 302 to facilitate the placement of transported goods and accessories to be installed. In addition, when the transport vehicle is traveling on relatively steep or inclined roads, the height of the bracket 301 can be lowered by adjusting the lifting structure 302, thereby lowering the overall center of gravity of the transport vehicle. This design helps to improve the stability of the transport vehicle under load and on complex road conditions.

[0035] In some embodiments, the conversion wheel 203 includes a central disc 2031, a plurality of spokes 2032, a conversion axle 2033, a splicing block 2034, and an arc plate 2035.

[0036] The center disk 2031 is fixedly connected to the end of the rotating shaft 210; such as Figure 1 and Figure 9 As shown, when the power axle 201 and steering axle 202 are running, the corresponding center disc 2031 can be rotated by the rotating shaft 210, thereby causing the entire conversion wheel 203 to rotate.

[0037] Multiple spokes 2032 are evenly distributed along the circumference of the central disk 2031 and are fixedly connected to the circumferential side of the central disk 2031, as shown in the following figure. Figures 1-4 as well as Figure 9 As shown, each conversion wheel 203 may include multiple spokes 2032 evenly distributed around the central disk 2031. This not only increases the overall radius of the conversion wheel 203, but also helps to reduce the weight of the conversion wheel 203 while ensuring its strength, thus achieving a lightweight design.

[0038] For example, the center disc 2031 and the spokes 2032 are formed by an integral molding process, and can be made of materials such as carbon steel, ductile iron or magnesium alloy.

[0039] One end of each conversion shaft 2033 is connected to the end of a spoke 2032 away from the central disk 2031, and the extension direction of each conversion shaft 2033 is the same as that of the rotating shaft 210, as detailed below. Figure 2 As shown, by setting a conversion shaft 2033 at the end of the spoke 2032 away from the center disc 2031, and making the extension direction of the conversion shaft 2033 consistent with the extension direction of the rotating shaft 210, a corresponding installation position can be provided for the arc plate 2035. This facilitates the adjustment of the application form of the conversion wheel 203, enhances its ability to adapt to different road conditions and its flexibility of use.

[0040] Each splicing block 2034 is detachably connected to its corresponding spoke 2032 via fasteners 20342. This allows adjustment of the compression effect of the spokes 2032 and splicing block 2034 on the curved plate 2035 by adjusting the fasteners 20342, thereby achieving a locking effect on the adjusted curved plate 2035. Furthermore, each splicing block 2034 is adapted to its corresponding spoke 2032, and the spokes 2032 and splicing block 2034 are located at opposite ends of the conversion shaft 2033. This limits the movement of the curved plate 2035, ensuring the stability of its movement between the spokes 2032 and splicing block 2034. This contributes to the stable adjustment of the curved plate 2035 and also guarantees the stability and reliability of the curved plate 2035 on the conversion shaft 2033.

[0041] Multiple arc-shaped plates 2035 are rotationally symmetrical with respect to the central disk 2031. The end of each arc-shaped plate 2035 is rotatably connected to a corresponding conversion shaft 2033, and each arc-shaped plate 2035 is located between a spoke 2032 and a splicing block 2034; specifically as follows... Figures 1-4As shown, each conversion wheel 203 includes multiple arc-shaped plates 2035, which are arranged rotationally symmetrically with respect to the central disc 2031. One end of each arc-shaped plate 2035 is rotatably connected to the corresponding conversion shaft 2033, allowing the arc-shaped plates 2035 to flexibly switch between unfolded and closed states. When the arc-shaped plates 2035 are unfolded, they form a barbed structure around the conversion wheel 203, providing excellent grip on uneven or steep road conditions when the conversion wheel 203 rotates. When the arc-shaped plates 2035 are closed, they form a continuous circular structure, making the conversion wheel 203 similar in structure to a traditional wheel, enabling it to run at high speeds on flat roads.

[0042] In addition, since each arc plate 2035 is located between a spoke 2032 and a splicing block 2034, after the state of the arc plate 2035 is adjusted, the spoke 2032 and the splicing block 2034 can be further tightened by fasteners 20342 to compress and fix the arc plate 2035, ensuring that it is stably maintained in the adjusted state, so as to ensure the structural stability and reliability of the conversion wheel 203 during operation.

[0043] Furthermore, a limiting part is provided on one side of the arc plate 2035. When the arc plate 2035 is unfolded, the limiting part can abut against the end of the spoke 2032 and / or the splicing block 2034 away from the center plate 2031 to prevent the arc plate 2035 from being over-unfolded and to ensure that the arc plate 2035 can be maintained at a suitable unfolding angle, thereby increasing the safety and reliability of the use of the conversion wheel 203, and also optimizing the operating range and functional performance of the arc plate 2035.

[0044] In some embodiments, the application states of the convertible wheel 203 include a first state and a second state. Specifically, in the first state, one end of each arc-shaped plate 2035 is rotatably connected to the convertible shaft 2033, and the other end abuts against the end of the adjacent spoke 2032 away from the central disk 2031. That is, when multiple arc-shaped plates 2035 are closed relative to the spokes 2032, the multiple arc-shaped plates 2035 can be sequentially connected along the circumference of the central disk 2031 to form a ring structure. In this state, the shape of the convertible wheel 203 is similar to that of a traditional wheel, which is suitable for relatively flat road conditions and helps to improve the driving speed and stability of the transport vehicle on flat roads. It can flexibly cope with different terrains and also has the advantages of traditional wheels.

[0045] More specifically, in the second state, one end of each arc plate 2035 is rotatably connected to the conversion shaft 2033, and the other end of each arc plate 2035 has a gap with the end of the adjacent spoke 2032 away from the center disk 2031. Since the multiple arc plates 2035 are rotationally symmetrically distributed with respect to the center disk 2031, when there is a gap between the other end of the arc plate 2035 and the end of the adjacent spoke 2032 away from the center disk 2031, the arc plate 2035 is in an unfolded state and forms a barbed structure. At this time, as the conversion wheel 203 rotates, the barbed structure formed by the arc plate 2035 can continuously provide good grip performance, ensuring that the transport vehicle has excellent grip performance and climbing ability in complex terrain, so that the transport vehicle can maintain efficient and stable driving performance on flat roads or rugged terrain.

[0046] In some embodiments, the spokes 2032 are provided with positioning grooves 20321, and the splicing block 2034 is provided with positioning protrusions 20341, the positioning protrusions 20341 being adapted to the corresponding positioning grooves 20321; specifically as follows Figure 2 As shown, by combining the matching positioning groove 20321 and positioning protrusion 20341, the accuracy of the connection between the spoke 2032 and the splicing block 2034 can be improved, and the strength and reliability of the connection between the two can be enhanced.

[0047] In some embodiments, the lifting structure 302 includes a guide rail 3021, a first drive block 3022, a second drive block 3023, a first connecting rod 3024, a second connecting rod 3025, a first drive rod 3026, a second drive rod 3027, a transmission assembly 3028, and a first drive unit 3029. The guide rail 3021 is disposed on the top of the vehicle body 102 and is in the same direction of extension as the vehicle body 102. The first drive block 3022 and the second drive block 3023 both slide with the guide rail 3021. The first link 3024 and the second link 3025 are intersecting each other and are rotatably connected to the bracket 301. The first link 3024 is rotatably connected to the first drive block 3022 through the first drive rod 3026, and the second link 3025 is rotatably connected to the second drive block 3023 through the second drive rod 3027. The first drive unit 3029 is disposed on the top of the vehicle body 102 and is connected to the first drive rod 3026 and the second drive rod 3027 through a transmission assembly.

[0048] Specifically, such as Figures 5-8As shown, the transport vehicle adjusts the height of the connected bracket 301 via the lifting structure 302. When adjusting the height of the bracket 301, the first drive unit 3029 provides driving force, which drives the transmission assembly 3028 through its output shaft, thereby driving the first drive rod 3026 and the second drive rod 3027 to move relative to or away from each other. When the transmission assembly 3028 drives the first drive rod 3026 and the second drive rod 3027 closer together, the first drive block 3022 and the second drive block 3023, located on the same guide rail 3021, move synchronously and approach each other. This causes the tilt angle of the intersecting first connecting rod 3024 and the second connecting rod 3025 to decrease, pushing the bracket 301 away from the vehicle body 102, thus raising the height of the bracket 301.

[0049] Similarly, when the transmission assembly 3028 drives the first drive rod 3026 and the second drive rod 3027 away from each other, the first drive block 3022 and the second drive block 3023 located on the same guide rail 3021 will also move away from each other. This causes the tilt angle of the intersecting first link 3024 and second link 3025 to increase, which in turn causes the first link 3024 and second link 3025 to drive the bracket 301 to move closer to the vehicle body 102, thereby reducing the height of the bracket 301. This allows for effective adjustment of the height of the bracket 301 and ensures its smoothness and accuracy during height adjustment.

[0050] In some embodiments, the transmission assembly 3028 includes a first gear component 30281, a third drive rod 30282, a first transmission block 30283, and a second transmission block 30284. The first gear component 30281 is connected to the output shaft of the first drive unit 3029 and the third drive rod 30282, respectively. The third drive rod 30282 extends in the same direction as the vehicle body 102, and the opposite ends of the third drive rod 30282 are respectively provided with a first thread 30282a and a second thread 302 with opposite directions of rotation. 82b; The first transmission block 30283 and the second transmission block 30284 are fixedly connected to the first drive rod 3026 and the second drive rod 3027 respectively; The third drive rod 30282 is connected to the first transmission block 30283 through the first thread 30282a and to the second transmission block 30284 through the second thread 30282b, and the connection position of the first gear component 30281 and the third drive rod 30282 is located between the first thread 30282a and the second thread 30282b.

[0051] Specifically, such as Figure 6 and Figure 7As shown, for the transmission assembly 3028, the first gear component 30281 is connected to the output shaft of the first drive unit 3029, and is used to receive the driving force from the first drive unit 3029, and can transmit the driving force to the third drive rod 30282 to drive it to rotate. More specifically, the two ends of the third drive rod 30282 are respectively provided with a first thread 30282a and a second thread 30282b with opposite directions of rotation, while the first transmission block 30283 and the second transmission block 30284 are fixedly connected to the first drive rod 3026 and the second drive rod 3027, respectively, and are respectively connected to the third drive rod 30282 through the first thread 30282a and the second thread 30282b. Therefore, when the third drive rod 30282 rotates, it can drive the first transmission block 30283 and the second transmission block 30284 to move closer or further apart from each other. The first drive rod 3026 and the second drive rod 3027 respectively drive the first drive block 3022 and the second drive block 3023 to move in the same way, so as to provide corresponding driving force for the first connecting rod 3024 and the second connecting rod 3025, and can change the height of the bracket 301 in the vertical direction, thereby realizing the height adjustment function of the bracket 301.

[0052] In some embodiments, the bottom of the bracket 301 has a plurality of hinge blocks 3011 arranged in a rectangular shape, and the first connecting rod 3024 and the second connecting rod 3025 are respectively rotatably connected to the corresponding hinge block 3011; specifically as follows: Figure 5 , Figure 6 and Figure 8 As shown, by arranging multiple hinge blocks 3011 in a rectangular form at the bottom of the bracket 301, suitable connection points can be provided for the first link 3024 and the second link 3025. This helps to adjust the height of the bracket 301 by utilizing the change in the tilt angle of the first link 3024 and the second link 3025.

[0053] In some embodiments, two drive axles 201 are provided, and the two drive axles 201 are symmetrically arranged with respect to the front end 101. They can provide driving force through corresponding conversion wheels 203 to improve the load capacity of the transport vehicle. Each drive axle 201 includes a second drive unit 2011 and a second gear component 2012. The second drive unit 2011 is disposed in the front end 101, and the output shaft of the second drive unit 2011 is connected to the second gear component 2012. The second gear component 2012 is connected to the corresponding conversion wheel 203 through a rotating shaft 210.

[0054] Specifically, such as Figure 1 and Figure 9As shown, the second drive unit 2011 inside the vehicle head 101 can provide the required driving force during the movement of the transport vehicle. When the second drive unit 2011 drives the second gear component 2012, the second gear component 2012 can drive the corresponding shaft 210 to rotate, and the shaft 210 can drive the corresponding conversion wheel 203 to rotate. The interaction force between the conversion wheel 203 and the ground makes the transport vehicle move forward. This ensures that the driving force provided by the second drive unit 2011 can be effectively transmitted, improves the stability of the transport vehicle, and enables the transport vehicle to operate efficiently in complex road conditions.

[0055] Furthermore, a first bracket 220 for supporting the corresponding rotating shaft 210 can be provided inside the front of the vehicle 101. The corresponding rotating shaft 210 can be connected to the first bracket 220 through a bearing to ensure that the conversion wheel 203 can operate stably.

[0056] In some embodiments, the steering axle 202 includes a third drive unit 2021 and a differential 2022, which provide driving force for the transport vehicle and can adjust the driving direction of the vehicle; the third drive unit 2021 and the differential 2022 are both disposed within the vehicle body 102, and the output shaft of the third drive unit 2021 is connected to the differential 2022; the differential 2022 is connected to two switching wheels 203 respectively through two opposing rotating shafts 210.

[0057] Specifically, such as Figure 1 and Figure 9 As shown, the third drive unit 2021, located within the vehicle body 102, can also provide the necessary driving force for the moving transport vehicle, and can adjust the rotational speed of the switching wheels 203 on both sides of the vehicle body 102 via the differential 2022; thus, the switching wheels 203 on both sides of the vehicle body 102 can rotate at different speeds, thereby achieving steering operation. This design not only ensures the stability of the transport vehicle during driving, but also ensures the smoothness of direction switching, thereby enhancing the handling performance of the transport vehicle under various road conditions.

[0058] Furthermore, a second bracket 230 can be provided inside the vehicle body 102 to support the differential 2022 and the corresponding shaft 210. The second bracket 230 can protect the differential 2022 and can also be connected to the corresponding shaft 210 through a bearing to ensure that the switching wheel 203 can operate stably.

[0059] In some embodiments, an obstacle avoidance unit 4 for identifying obstacles is provided on the side of the front of the vehicle 101 away from the body 102; specifically, such as Figure 1As shown, by setting an obstacle avoidance unit 4 at the front of the vehicle 101, the position of obstacles in front can be identified during the vehicle's operation. When an obstacle is detected, the obtained obstacle position information can be sent to the vehicle's controller. The controller then controls the steering axle 202 to adjust the vehicle's driving direction, thereby avoiding collisions with obstacles during operation and improving the safety of the transport vehicle.

[0060] For example, the obstacle avoidance unit 4 may include a radar module or a camera module, which will not be described in detail here.

[0061] In some embodiments, a lighting source is provided on the side of the front of the vehicle 101 away from the vehicle body 102.

[0062] It should be noted that some embodiments of this application have been described above. Other embodiments are within the scope of the appended claims.

[0063] The various embodiments in this application are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0064] The description in this application is given for illustrative purposes and is not intended to be exhaustive or to limit the application to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described to better illustrate the principles and practical application of this application and to enable those skilled in the art to understand this application and design various embodiments with various modifications suitable for a particular purpose.

[0065] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0066] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description.

[0067] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the scope of this application.

Claims

1. A multi-tiered transport vehicle for complex terrain, characterized in that, include: The main body includes the interconnected body and front end; The drive assembly includes a power axle, a steering axle, and multiple conversion wheels. The power axle and the steering axle are respectively disposed in the front of the vehicle and the vehicle body. The multiple conversion wheels are rectangularly distributed relative to the main body. The power axle and the steering axle are connected to the conversion wheels via a pivot. The transport assembly includes a bracket and a lifting structure for adjusting the height of the bracket, the bottom of the bracket being rotatably connected to the lifting structure, the lifting structure being mounted on the top of the vehicle body.

2. The complex terrain step-by-step transport vehicle according to claim 1, characterized in that, The conversion wheel includes a central disc, multiple spokes, a conversion axle, splicing blocks, and an arc plate; The central disk is fixedly connected to the end of the rotating shaft. The multiple spokes are evenly distributed along the circumference of the central disk and are fixedly connected to the circumferential side surface of the central disk. One end of each of the conversion shafts is connected to the end of one of the spokes furthest from the central disk, and each of the conversion shafts extends in the same direction as the rotating shaft. Each of the splicing blocks is detachably connected to the corresponding wheel spoke via fasteners, and each splicing block is adapted to the corresponding wheel spoke and abuts against the other end of the conversion shaft. The plurality of arc-shaped plates are rotationally symmetrical with respect to the central disk, the end of each arc-shaped plate is rotatably connected to the corresponding conversion shaft, and each arc-shaped plate is located between a spoke and a splicing block.

3. The complex terrain step-by-step transport vehicle according to claim 2, characterized in that, The application states of the switching wheels include a first state and a second state; In the first state, one end of each of the arc-shaped plates is rotatably connected to the conversion shaft, and the other end abuts against the end of the adjacent spoke that is away from the central disk. In the second state, one end of each of the arc-shaped plates is rotatably connected to the conversion shaft, and the other end of each plate has a gap with the end of the adjacent spoke that is away from the central disk.

4. The complex terrain step-by-step transport vehicle according to claim 2, characterized in that, The spokes are provided with positioning grooves, and the splicing block is provided with positioning protrusions, which are adapted to the corresponding positioning grooves.

5. The complex terrain step-by-step transport vehicle according to claim 1, characterized in that, The lifting structure includes a guide rail, a first drive block, a second drive block, a first connecting rod, a second connecting rod, a first drive rod, a second drive rod, a transmission assembly, and a first drive unit. The guide rail is located on the top of the vehicle body and runs in the same direction as the vehicle body. Both the first drive block and the second drive block are slidably connected to the guide rail. The first connecting rod and the second connecting rod intersect each other, and both are rotatably connected to the bracket; the first connecting rod is rotatably connected to the first driving block via the first driving rod, and the second connecting rod is rotatably connected to the second driving block via the second driving rod. The first drive unit is disposed on the top of the vehicle body and is connected to the first drive rod and the second drive rod respectively through the transmission assembly.

6. The complex terrain step-by-step transport vehicle according to claim 5, characterized in that, The transmission assembly includes a first gear component, a third drive rod, a first transmission block, and a second transmission block; The first gear component is connected to the output shaft of the first drive unit and the third drive rod, respectively. The third drive rod extends in the same direction as the vehicle body, and the two ends of the third drive rod are respectively provided with a first thread and a second thread with opposite directions of rotation. The first transmission block and the second transmission block are fixedly connected to the first drive rod and the second drive rod, respectively; the third drive rod is connected to the first transmission block via the first thread and to the second transmission block via the second thread, and the connection position of the first gear component and the third drive rod is located between the first thread and the second thread.

7. The complex terrain step-by-step transport vehicle according to claim 5, characterized in that, The bottom of the bracket has multiple hinge blocks arranged in a rectangle, and the first connecting rod and the second connecting rod are rotatably connected to the corresponding hinge blocks.

8. The complex terrain step-by-step transport vehicle according to claim 1, characterized in that, The power axle is provided in two symmetrical arrangements with respect to the front of the vehicle, and each power axle includes a second drive unit and a second gear component. The second drive unit is disposed inside the front of the vehicle, and the output shaft of the second drive unit is connected to the second gear component; the second gear component is connected to the corresponding conversion wheel through the rotating shaft.

9. The complex terrain step-by-step transport vehicle according to claim 1, characterized in that, The steering axle includes a third drive unit and a differential; Both the third drive unit and the differential are located inside the vehicle body. The output shaft of the third drive unit is connected to the differential. The differential is connected to the two transfer wheels via two opposing shafts.

10. The complex terrain step-by-step transport vehicle according to claim 1, characterized in that, An obstacle avoidance unit for identifying obstacles is provided on the side of the front of the vehicle away from the body.

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