Steering drive axle capable of detecting rotation angle and trackless explosion-proof vehicle

Abstract

The utility model belongs to the technical field of steering drive axles, and discloses a steering drive axle capable of detecting a rotation angle and a trackless explosion-proof vehicle. Comprising an axle body, wheel edge assemblies rotationally installed at the two ends of the axle body, an encoder assembly installed on any wheel edge assembly and a bidirectional rotating mechanism installed on the axle body and used for controlling the two wheel edge assemblies to rotate. The encoder assembly comprises an encoder mounted on the end cover, a connecting shaft sleeve coaxially arranged with an input shaft of the encoder, and a hollow cavity arranged in the end cover; and one end, far away from the encoder, of the connecting shaft sleeve is rotationally connected with the axle body through a bearing. The encoder assembly used for detecting the rotating angle of the wheel side assembly relative to the axle body is installed at the rotating position between the wheel side assembly and the axle body, when the tires are aligned, a driver detects deviation angle data of the front tires and the rear tires through the encoder assembly, accurate angle adjustment is conducted on the front tires and the rear tires, and the consistency of the rotating angles of the front tires and the rear tires is guaranteed.

Description

Technical Field

[0001] This utility model belongs to the field of steering drive axle technology, specifically relating to a steering drive axle capable of detecting rotation angle and a trackless explosion-proof vehicle. Background Technology

[0002] Integrated underground transport vehicles are an important auxiliary transport equipment in coal mines. Existing integrated underground transport vehicles in coal mines are trackless explosion-proof vehicles with four-wheel steering. With four-wheel steering, they have the advantages of compact body and small turning radius, making them suitable for complex tunnel transport conditions. The steering of four-wheel trackless explosion-proof vehicles generally switches between four-wheel steering and two-wheel steering modes. When switching steering modes, the front and rear tires need to be straightened in advance to ensure that the turning angles of the front and rear tires are consistent. If the turning angles are inconsistent, the vehicle will veer off course during driving, which cannot guarantee the driver's safety and poses a significant safety hazard.

[0003] Current tire steering return-to-center methods rely mainly on the driver's observation and feel for adjustment, which requires a high level of skill from the driver. Furthermore, when in a coal mine with poor visibility, the influence of the external environment cannot guarantee the accuracy of tire return-to-center adjustment based on the driver's own observation and feel, thus compromising the driver's safety during driving. Utility Model Content

[0004] Given that existing technologies cannot guarantee consistent steering angles when the front and rear tires return to center, thus affecting driver safety, this utility model provides a steering drive axle capable of detecting rotation angles and a trackless explosion-proof vehicle.

[0005] This utility model provides a steering drive axle capable of detecting rotation angle, including an axle body, wheel assemblies rotatably mounted at both ends of the axle body, an encoder assembly mounted on any of the wheel assemblies, and a bidirectional rotation mechanism mounted on the axle body for controlling the rotation of the two wheel assemblies.

[0006] The wheel assembly includes an end cap rotatably mounted on the axle body and a rotating arm fixedly mounted to the end cap.

[0007] The encoder assembly includes: an encoder mounted on the end cover, a connecting bushing coaxially disposed with the input shaft of the encoder, and a hollow cavity disposed within the end cover.

[0008] The connecting bushing passes through the hollow cavity, and the end of the connecting bushing away from the encoder is rotatably connected to the bridge body through a connecting assembly.

[0009] Furthermore, the bridge body is provided with an installation groove, and the lower end of the end cap is installed in the installation groove; the installation groove is a stepped groove, which includes an upper stepped groove and a lower stepped groove, and the inner diameter of the upper stepped groove is larger than the inner diameter of the lower stepped groove.

[0010] Furthermore, a lubrication bushing is provided between the inner wall of the upper stepped groove and the end cap.

[0011] Furthermore, the connecting assembly includes a connecting plate fixedly installed in the lower stepped groove and a bearing component installed on the connecting plate.

[0012] Furthermore, an encoder mounting plate is provided on the upper surface of the end cover, and the encoder is mounted on the encoder mounting plate.

[0013] Furthermore, the input shaft of the encoder is provided with a mounting protrusion, and the end of the connecting sleeve that is connected to the encoder is provided with a groove; the groove engages with the mounting protrusion.

[0014] Furthermore, each of the two rotating arms is provided with a horn plate on one side, and the two output ends of the bidirectional rotating mechanism are connected to the corresponding horn plates.

[0015] Furthermore, the bidirectional rotation mechanism includes a bidirectional steering cylinder mounted on the axle body and a steering tie rod mounted on the telescopic end of the bidirectional steering cylinder via a ball valve.

[0016] The end of the steering tie rod away from the bidirectional steering cylinder is rotatably mounted to the steering spur via a steering joint assembly.

[0017] Furthermore, the steering joint assembly includes a ball joint rotatably mounted to the steering tie rod and a fixed post fixedly mounted to the steering spur.

[0018] This utility model also provides a trackless explosion-proof vehicle, including a vehicle body, two steering drive axles with detectable rotation angles installed parallel to each other at the bottom of the vehicle body, and tires installed on both sides of the steering drive axles with detectable rotation angles.

[0019] Compared with the prior art, the beneficial effects of this utility model are:

[0020] This utility model patent installs an encoder assembly at the rotation point between the wheel assembly and the axle body to detect the rotation angle of the wheel assembly relative to the axle body. This allows the driver to obtain real-time rotation angle data between the two. When straightening the tires, the driver detects the offset angle data of the front and rear tires through the encoder assembly and makes precise angle adjustments to the front and rear tires, ensuring the consistency of the rotation angle of the front and rear tires. This solves the problem of large errors in the prior art that rely on the driver's observation and feeling to straighten the front and rear tires, resulting in inconsistent tire angles and causing the vehicle to veer off course. Based on the real-time angle information, the driver makes correct steering judgments and steering control, improving the reliability and accuracy of vehicle steering straightening.

[0021] It should be understood that the description in this utility model description section is not intended to limit the key or essential features of the embodiments of this utility model, nor is it intended to restrict the scope of this utility model. Other features of this utility model will become readily apparent from the following description. Attached Figure Description

[0022] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0023] Figure 1 This is a first-person view of the overall structure of the steering drive axle.

[0024] Figure 2 This is a second-view overall structural diagram of the steering drive axle.

[0025] Figure 3 This is a cross-sectional structural diagram of some parts of the steering drive axle.

[0026] Figure 4 for Figure 3 A magnified view of the details at point A in the middle.

[0027] Figure 5 This is a structural diagram of some parts of the steering drive axle.

[0028] The diagram labels are as follows: 1. Bridge body; 11. Upper stepped groove; 111. Lubrication bushing; 12. Lower stepped groove; 121. Connecting assembly;

[0029] 2. Wheel assembly; 21. End cap; 22. Rotating arm; 23. Encoder mounting plate; 24. Knuckle plate;

[0030] 3. Encoder assembly; 31. Encoder; 311. Mounting protrusion; 32. Connecting bushing; 321. Groove; 33. Hollow cavity;

[0031] 4. Bidirectional rotation mechanism; 41. Steering joint assembly; 42. Bidirectional steering cylinder; 43. Steering tie rod; 411. Ball joint; 412. Fixed column. Detailed Implementation

[0032] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the present invention, and therefore only show the components relevant to the present invention.

[0033] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly set on the other component; when a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to the other component.

[0034] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0035] Please refer to Figures 1-5 This utility model provides a steering drive axle capable of detecting rotation angle, including axle body 1, wheel assemblies 2 rotatably mounted at both ends of axle body 1, encoder assembly 3 mounted on either wheel assemblies 2, and bidirectional rotation mechanism 4 mounted on axle body 1 for controlling the rotation of the two wheel assemblies 2.

[0036] The wheel assembly 2 includes an end cap 21 rotatably mounted on the axle body 1 and a rotating arm 22 fixedly mounted to the end cap 21.

[0037] The encoder assembly 3 includes: an encoder 31 mounted on the end cover 21, a connecting bushing 32 coaxially disposed with the input shaft of the encoder 31, and a hollow cavity 33 disposed within the end cover 21.

[0038] The connecting bushing 32 is inserted into the hollow cavity 33, and the end of the connecting bushing 32 away from the encoder 31 is rotatably connected to the bridge body 1 through the connecting assembly 121.

[0039] Furthermore, an encoder mounting plate 23 is provided on the upper surface of the end cover 21, and the encoder 31 is mounted on the encoder mounting plate 23.

[0040] In this embodiment, an encoder assembly 3 is installed at the rotation point between the wheel assembly 2 and the axle 1 to detect the rotation angle of the wheel assembly 2 relative to the axle 1. This allows the driver to obtain the rotation angle data of the two in real time. When straightening the tires, the driver detects the offset angle data of the front and rear tires through the encoder assembly 3 and makes precise angle adjustments to the front and rear tires, ensuring the consistency of the rotation angle of the front and rear tires. This solves the problem of large errors in the prior art that rely on the driver's observation and feeling to straighten the front and rear tires, which causes the vehicle to veer off course due to inconsistent tire angles. Based on the real-time angle information, the driver makes correct steering judgments and steering control, improving the reliability and accuracy of vehicle steering straightening.

[0041] In this embodiment, the bidirectional rotation mechanism 4 extends, pushing the wheel assemblies 2 mounted on both sides of the axle body 1 to rotate clockwise. At this time, the end cap 21 also moves clockwise, causing the connecting sleeve 32, which is fixedly mounted to the encoder 31, to rotate. The bidirectional rotation mechanism 4 retracts, pulling the wheel assemblies 2 mounted on both sides of the axle body 1 to rotate counterclockwise. At this time, the end cap 21 also moves counterclockwise, causing the connecting sleeve 32, which is fixedly mounted to the encoder 31, to rotate. Since the axle body 1 itself is fixed, the rotation angle of the connecting sleeve 32 can be detected by the encoder 31, thereby determining the rotation angle of the wheel assembly 2 relative to the axle body 1, which facilitates the driver's precise tire alignment.

[0042] Furthermore, encoder 31 is preferably an absolute encoder, which can accurately detect the turning angle information of the front and rear tires, making it easier for the driver to accurately straighten the tires.

[0043] Furthermore, the encoder assembly 3 can be installed on any wheel assembly 2, and can detect the rotation angle of the wheel assembly 2 relative to the bridge body 1.

[0044] Furthermore, the connection component 121 is designed so that the connection bushing 32 can rotate along with the wheel assembly 2 when the wheel assembly 2 rotates, making it possible to measure the rotation angle of the wheel assembly 2 relative to the stationary axle body 1, which facilitates the precise alignment of the front and rear tires.

[0045] Furthermore, the encoder mounting plate 23 is configured so that the encoder 31 and the connecting bushing 32 can move synchronously with the wheel assembly 2 when it moves.

[0046] like Figure 4 As shown, a mounting groove is provided on the bridge body 1, and the lower end of the end cap 21 is installed in the mounting groove; the mounting groove is a stepped groove, which includes an upper stepped groove 11 and a lower stepped groove 12, and the inner diameter of the upper stepped groove 11 is larger than the inner diameter of the lower stepped groove 12.

[0047] Furthermore, a lubrication bushing 111 is provided between the inner wall of the upper stepped groove 11 and the end cover 21.

[0048] Furthermore, the connecting assembly 121 includes a connecting plate fixedly installed in the lower stepped groove 12 and a bearing component installed on the connecting plate.

[0049] In this embodiment, the lubrication bushing 111 is provided so that the end cap 21 can rotate smoothly, thereby facilitating the rotation of the wheel assembly 2 under force.

[0050] Furthermore, the stepped groove structure not only facilitates the setting of the lubrication bushing 111 to meet the rotation requirements of the end cover 21, but also facilitates the setting of the connecting assembly 121, so that the connecting bushing 32 can rotate in the hollow cavity 33 through the bearing, thereby enabling the encoder 31 to detect the rotation angle of the wheel assembly 2 relative to the bridge body 1 based on the rotation of the connecting bushing 32.

[0051] like Figure 4 As shown, the input shaft of the encoder 31 is provided with a mounting protrusion 311, and the end of the connecting sleeve 32 connected to the encoder 31 is provided with a groove 321; the groove 321 and the mounting protrusion 311 are engaged and locked together.

[0052] In this embodiment, by installing the mounting protrusion 311 in the groove 321, the encoder 31 and the connecting sleeve 32 are fixedly installed. As a result, when the encoder 31 rotates under the drive of the wheel assembly 2, the connecting sleeve 32 can rotate synchronously, so that the encoder 31 can detect the rotation angle of the wheel assembly 2 relative to the bridge body 1 through the rotation of the connecting sleeve 32.

[0053] like Figure 2 and Figure 5 As shown, each of the two rotating arms 22 has a horn plate 24 on one side, and the two output ends of the bidirectional rotating mechanism 4 are connected to the corresponding horn plate 24.

[0054] To further explain, the bidirectional steering mechanism 4 includes a bidirectional steering cylinder 42 mounted on the axle 1 and a steering tie rod 43 rotatably mounted on the telescopic end of the bidirectional steering cylinder 42 via a ball valve. The end of the steering tie rod 43 away from the bidirectional steering cylinder 42 is rotatably mounted to the steering knuckle 24 via a steering joint assembly 41.

[0055] To further explain, the steering joint assembly 41 includes a ball joint 411 rotatably mounted to the steering tie rod 43 and a fixed post 412 fixedly mounted to the steering knuckle 24.

[0056] In this embodiment, the extension end of the bidirectional steering cylinder 42 extends, causing the steering rod 43, which is rotatably connected to it via a ball valve, to move outward under a thrust, causing the steering knuckle 24 to rotate clockwise, thereby causing the rotating arm 22 to rotate clockwise synchronously. Conversely, the retraction end of the bidirectional steering cylinder 42 retracts, causing the steering rod 43, which is rotatably connected to it via a ball valve, to move inward under a pull, causing the steering knuckle 24 to rotate counterclockwise, thereby causing the rotating arm 22 to rotate counterclockwise synchronously. This rotation of the rotating arm 22 allows the encoder assembly 3 to quickly detect the rotation angle of the wheel assembly 2 relative to the axle body 1.

[0057] Furthermore, the bidirectional steering cylinder 42 ensures that the tires on both sides rotate at the same angle.

[0058] Furthermore, the steering tie rod 43 allows the wheel-side assembly 2 and the bidirectional steering cylinder 42 to be flexibly rotatably connected.

[0059] Furthermore, the cooperation between the ball joint 411 and the steering tie rod 43 makes the bidirectional steering cylinder 42 more flexible in driving the wheel-side assembly 2.

[0060] To further clarify, the ram's horn plate 24 must be located on the same side of the bridge body 1 as the bidirectional rotation mechanism 4.

[0061] This utility model patent also provides a trackless explosion-proof vehicle, including a vehicle body, two steering drive axles with detectable rotation angles installed parallel to each other at the bottom of the vehicle body, and tires installed on both sides of the steering drive axles with detectable rotation angles.

[0062] In this embodiment, a steering drive axle capable of detecting rotation angle is installed between the front and rear wheels of the trackless explosion-proof vehicle. The rotation angle of the front and rear tires is detected in real time, and the driver makes adaptive rotation adjustments based on the real-time detection data, accurately adjusting the wheels of the trackless explosion-proof vehicle to the straight position. This ensures the consistency of the rotation angle of the front and rear tires and greatly improves the reliability and accuracy of the vehicle's steering return.

[0063] It should be understood that the specific embodiments described above are only for explaining the present invention and are not intended to limit the present invention. Obvious variations or modifications derived from the spirit of the present invention are still within the protection scope of the present invention.

Claims

1. A steering drive axle capable of detecting rotation angle, characterized in that: It includes a bridge body (1), wheel rim assemblies (2) rotatably mounted at both ends of the bridge body (1), an encoder assembly (3) mounted on either wheel rim assembly (2), and a bidirectional rotation mechanism (4) mounted on the bridge body (1) for controlling the rotation of the two wheel rim assemblies (2); The wheel assembly (2) includes an end cap (21) rotatably mounted on the bridge body (1) and a rotating arm (22) fixedly mounted to the end cap (21); The encoder assembly (3) includes: an encoder (31) mounted on the end cover (21), a connecting bushing (32) coaxially disposed with the input shaft of the encoder (31), and a hollow cavity (33) disposed in the end cover (21); The connecting bushing (32) passes through the hollow cavity (33), and the end of the connecting bushing (32) away from the encoder (31) is rotatably connected to the bridge body (1) through the connecting assembly (121).

2. The steering drive axle capable of detecting rotation angle according to claim 1, characterized in that, The bridge body (1) is provided with an installation groove, and the lower end of the end cap (21) is installed in the installation groove; the installation groove is a stepped groove, which includes an upper stepped groove (11) and a lower stepped groove (12), and the inner diameter of the upper stepped groove (11) is larger than the inner diameter of the lower stepped groove (12).

3. The steering drive axle capable of detecting rotation angle according to claim 2, characterized in that, A lubrication bushing (111) is provided between the inner wall of the upper stepped groove (11) and the end cap (21).

4. The steering drive axle capable of detecting rotation angle according to claim 2, characterized in that, The connecting assembly (121) includes a connecting plate fixedly installed in the lower stepped groove (12) and a bearing component installed on the connecting plate.

5. The steering drive axle capable of detecting rotation angle according to claim 1, characterized in that, An encoder mounting plate (23) is provided on the upper surface of the end cover (21), and the encoder (31) is mounted on the encoder mounting plate (23).

6. The steering drive axle capable of detecting rotation angle according to claim 1, characterized in that, The encoder (31) has a mounting protrusion (311) on its input shaft, and the connecting sleeve (32) has a groove (321) at one end that is connected to the encoder (31); the groove (321) engages with the mounting protrusion (311).

7. The steering drive axle capable of detecting rotation angle according to claim 1, characterized in that, Both rotating arms (22) are provided with a horn plate (24) on one side, and the two output ends of the bidirectional rotating mechanism (4) are connected to the corresponding horn plate (24).

8. The steering drive axle capable of detecting rotation angle according to claim 7, characterized in that, The bidirectional rotation mechanism (4) includes a bidirectional steering cylinder (42) mounted on the bridge body (1) and a steering tie rod (43) mounted on the telescopic end of the bidirectional steering cylinder (42) via a ball valve; The end of the steering tie rod (43) away from the bidirectional steering cylinder (42) is rotatably mounted to the steering spur (24) via the steering joint assembly (41).

9. The steering drive axle capable of detecting rotation angle according to claim 8, characterized in that, The steering joint assembly (41) includes a ball joint (411) rotatably mounted to the steering tie rod (43) and a fixed post (412) fixedly mounted to the steering spur (24).

10. A trackless explosion-proof vehicle, characterized in that, It includes a vehicle body, two steering drive axles with detectable rotation angles as described in any one of claims 1-9 mounted parallel to the bottom of the vehicle body, and tires mounted on both sides of the steering drive axles with detectable rotation angles.

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