Wheel-track composite running system and wheel-track composite chassis

Abstract

The utility model discloses a wheel-track composite travelling system and a wheel-track composite chassis, the wheel-track composite travelling system comprises a travelling device, a travelling driving device and a swing driving device, the travelling device comprises tires and a track module, the track module comprises a track and a driving wheel for driving the track, the travelling driving device is used for driving the tires and the track module to travel, and the swing driving device is used for driving the tires and the track module to swing. The walking driving device comprises a main transmission shaft and a clutch, the tires are installed on the main transmission shaft, the main transmission shaft penetrates through the driving wheel, and the driving wheel is installed on the main transmission shaft through the clutch. When the clutch is in the engaged state, the driving wheel and the main transmission shaft are connected into a whole, and when the clutch is in the disengaged state, the driving wheel and the main transmission shaft are disconnected, and the swing driving device is used for driving the crawler module to swing around the main transmission shaft. According to the utility model, a wheel-track driving mode is adopted, the walking driving power transmission structure is simplified, the operation efficiency is improved, and the advantages of high speed and high efficiency of wheel type driving and large load and high cross-country performance of track driving are integrated.

Description

Technical Field

[0001] This utility model relates to the field of chassis technology, and in particular to a wheel-track composite driving system and a wheel-track composite chassis. Background Technology

[0002] Traditional wheeled chassis offer high-speed driving capabilities, but exhibit poor traction and obstacle-crossing ability in complex road conditions. Tracked chassis, while offering greater adaptability, generally have slower speeds and consume excessive energy over long distances. Based on current technology, traditional wheel-tracked composite chassis encompass the following two technical approaches:

[0003] (1) Using tires as the main drive unit and track modules as swing arm structures, only providing auxiliary support in complex terrain, such as patent CN114013524B;

[0004] (2) The tire and track module are equipped with independent walking and power systems. Although mode switching can be achieved, there are problems such as complex structure and low operating efficiency, such as patent CN219257544U.

[0005] The existing technology has the following main problems: the swing arm track generally cannot travel independently and cannot switch to multi-modal travel, lacks the ability to drive in coordination with the tires, which limits the overall performance of the system in mixed terrain; the separate drive chain leads to a complex spatial layout of the main drive shaft and the track drive wheel, low transmission efficiency, and difficulty in achieving a compact design. Utility Model Content

[0006] In order to overcome the shortcomings and deficiencies of the existing technology, the purpose of this utility model is to provide a wheel-track composite driving system and wheel-track composite chassis, which simplifies the walking drive power transmission structure, improves operating efficiency, and combines the advantages of high speed and high efficiency of wheel driving with the advantages of high load and high off-road performance of track driving.

[0007] The objective of this utility model is achieved through the following technical solution:

[0008] A wheel-track hybrid driving system includes a walking device, a walking drive device, and a swing drive device. The walking device includes a tire and a track module. The track module includes a track and a drive wheel for driving the track. The walking drive device is used to drive the tire and track module to move. The walking drive device includes a main drive shaft and a clutch. The tire is mounted on the main drive shaft, which passes through the drive wheel. The drive wheel is mounted on the main drive shaft via the clutch, such that when the clutch is engaged, the drive wheel is connected to the main drive shaft as a whole, and when the clutch is disengaged, the drive wheel is disconnected from the main drive shaft. The swing drive device is used to drive the track module to swing around the main drive shaft.

[0009] In one embodiment, the track module includes two track side plates, and the swing drive device includes a first gear, a second gear, a first bearing assembly, and a second bearing assembly. The first gear meshes with the second gear, and the main drive shaft passes through the second gear, the first bearing assembly, and the second bearing assembly. The second gear is fixedly connected to one of the track side plates through the first bearing assembly, and the second bearing assembly is fixedly connected to the other track side plate.

[0010] In one embodiment, the track module further includes a tensioning device and a plurality of auxiliary wheels, which are guide wheels, support wheels and track rollers, respectively. The guide wheels, support wheels and track rollers are positioned and installed through the track side plates, and the track is wrapped around the outside of the drive wheel and each of the auxiliary wheels by the tensioning device.

[0011] In one embodiment, the wheel-track hybrid driving system further includes a base module, which includes a base and a bearing, a first bearing assembly passing through the bearing, the bearing being connected to the base, and the base being used for fixed connection to the frame of the body module.

[0012] In one embodiment, the outer contour of the track after it is installed on the track module is an irregular quadrilateral, including a first straight side, a second straight side, a third straight side and a fourth straight side connected in sequence.

[0013] In one embodiment, the wheel-track hybrid driving system includes a tire driving mode. In the tire driving mode, the clutch is disengaged, disconnecting the drive wheel from the main drive shaft. The swing drive device drives the track module to swing around the main drive shaft until the first straight edge is parallel to the ground, suspending the track module in the air, with only the tires touching the ground.

[0014] In one embodiment, the wheel-track hybrid driving system includes a track driving mode. In the track driving mode, the clutch is engaged, connecting the drive wheel to the main drive shaft as one unit. The swing drive device drives the track module to swing around the main drive shaft until the track module touches the ground, thus suspending the tires.

[0015] In one embodiment, the track travel mode includes a normal track travel posture in which the track module swings until the second straight edge touches the ground.

[0016] In one embodiment, the tracked driving mode includes a tracked large ground clearance posture, in which the track module swings until the third straight edge touches the ground.

[0017] In one embodiment, the track travel mode includes a track maximum ground clearance posture, in which the track module swings until the fourth straight edge is perpendicular to the ground.

[0018] This utility model also provides a wheel-track composite chassis, including a body module and a wheel-track composite driving system as described above. The body module includes a frame, and the wheel-track composite driving system is respectively installed at the four corners of the frame.

[0019] In one embodiment, the wheel-track composite chassis further includes two auxiliary wheel modules, which are respectively disposed at the middle position on opposite sides of the frame, with each auxiliary wheel module located between the two wheel-track composite driving systems on that side.

[0020] The beneficial effects of this utility model are as follows: The walking drive device can drive the walking device to move in either tire or track module mode. The drive wheel of the track module is mounted on the main drive shaft via a clutch. By disengaging or engaging the clutch, the power transmission path of the walking drive device is switched, transmitting power to the tire or track module. Tires are selected for traversing relatively flat and gentle terrain, while track modules are selected for traversing complex and special terrain conditions with larger undulations and poor ground conditions. Through the linkage control of the clutch power switching and the swing drive device, the walking drive power transmission structure is simplified, achieving efficient switching between tire and track modes, improving operating efficiency, and enabling the system to combine the advantages of high speed and efficiency of wheeled travel with the advantages of high load and high off-road performance of tracked travel, meeting the driving needs of various special road conditions. Furthermore, the swing drive device drives the track module to swing around the main drive shaft at any angle to adapt to different complex road conditions, driving in the most efficient and stable mode, thus improving the safety and stability of the system. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the wheel-track composite driving system of this utility model;

[0023] Figure 2 yes Figure 1 Partial cross-sectional view along the extension direction of the main drive shaft;

[0024] Figure 3 This is a front view of the walking device;

[0025] Figure 4a This is a schematic diagram of the track module's status in tire driving mode;

[0026] Figure 4b This is a diagram illustrating the tire status under different driving modes.

[0027] Figure 5 This is a schematic diagram of the normal driving posture in tracked driving mode;

[0028] Figure 6 This is a schematic diagram of the large ground clearance posture in tracked travel mode;

[0029] Figure 7 This is a schematic diagram of the maximum ground clearance posture in tracked driving mode;

[0030] Figure 8 This is a diagram illustrating the principles of walking mode switching and walking posture transformation.

[0031] Figure 9 This is a schematic diagram of the chassis structure of this utility model;

[0032] Figure 10 This is a schematic diagram of the internal structure of the chassis;

[0033] Figure 11 This is a structural diagram of the auxiliary wheel module;

[0034] Figure 12a This is a state diagram of the chassis during the vertical obstacle crossing process;

[0035] Figure 12b This is another state diagram of the chassis during the vertical obstacle crossing process;

[0036] Figure 13 This is a schematic diagram illustrating the principle and process of vertical obstacle crossing.

[0037] Figure 14 This is a diagram illustrating the principle and process of climbing stairs;

[0038] Figure 15 This is a schematic diagram illustrating the principle and process of crossing the ditch;

[0039] Figure 16 This is a flowchart of the two control modes of the chassis.

[0040] In the picture:

[0041] 10. Body module; 11. Frame; 12. Body panel; 121. Mudguard; 122. Top panel of body panel; 123. Side panel of body panel; 124. Bottom panel of body panel; 13. Towing hook;

[0042] 20. Control system; 21. Controller; 22. Battery; 23. Tilt sensor; 24. Vision module; 25. Autonomous following module; 26. Receiver; 27. Control panel; 28. Upper structure power and communication interface; 29. ​​Heat dissipation module;

[0043] 30. Walking device; 31. Tire; 32. Track module; 321. Track; 3210. Track edge; 321a. First straight edge; 321b. Second straight edge; 321c. Third straight edge; 321d. Fourth straight edge; 322. Drive wheel; 323. Track side plate; 324. Tensioning device; 325. Guide wheel; 326. Track roller; 327. Track support roller; 328. Swing limit block;

[0044] 40. Walking drive unit; 41. Main drive motor; 42. Main drive shaft; 43. Clutch; 44. Coupling;

[0045] 50. Oscillating drive device; 51. Auxiliary drive motor; 52. First gear; 53. Second gear; 54. First bearing assembly; 55. Second bearing assembly;

[0046] 60. Base module; 61. Base; 62. Bearing;

[0047] 70. Auxiliary wheel module; 71. Auxiliary tire; 72. Half shaft; 73. Independent suspension device; 731. Shock absorber; 732. Upper control arm; 733. End cap; 734. Base frame; 735. Lower control arm. Detailed Implementation

[0048] The specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this utility model. Based on the description of this utility model, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this utility model.

[0049] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0050] The terms “upper,” “lower,” “left,” “right,” “front,” “back,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of description and simplification, and do not indicate or imply that the device or element 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 utility model.

[0051] The terms “first,” “second,” “third,” etc., are used merely to distinguish elements with similar properties, not to indicate or imply relative importance or a specific order.

[0052] The terms “include,” “comprising,” or any other variation thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0053] This utility model provides a wheel-track hybrid driving system, such as Figures 1 to 3 As shown, the system includes a walking device 30, a walking drive device 40, and a swing drive device 50. The walking device 30 includes a tire 31 and a track module 32. The track module 32 includes a track 321 and a drive wheel 322 for driving the track 321. The walking drive device 40 is used to drive the tire 31 and the track module 32 for walking. The walking drive device 40 includes a main drive shaft 42 and a clutch 43. The tire 31 is mounted on the main drive shaft 42, which passes through the drive wheel 322. The drive wheel 322 is mounted on the main drive shaft 42 via the clutch 43, such that when the clutch 43 is engaged, the drive wheel 322 is connected to the main drive shaft 42 as one unit, and when the clutch 43 is disengaged, the drive wheel 322 is disconnected from the main drive shaft 42. The swing drive device 50 is used to drive the track module 32 to swing around the main drive shaft 42.

[0054] In this embodiment, the walking drive device 40 can drive the walking device 30 to travel in either tire 31 or track module 32 mode. The drive wheel 322 of the track module 32 is mounted on the main drive shaft 42 via a clutch 43. By disengaging or engaging the clutch 43, the power transmission path of the walking drive device 40 is switched, transmitting power to either the tire 31 or the track module 32. The tire 31 is selected for travel on relatively flat and gentle terrain, while the track module 32 is selected for travel on complex and special terrain with larger undulations and poor ground conditions. Through the power switching of the clutch 43 and the linkage control of the swing drive device 50, the walking drive power transmission structure is simplified, achieving efficient switching between tire 31 and track 321 modes, improving operating efficiency. This allows the system to combine the advantages of high speed and efficiency of wheeled travel with the high load and high off-road performance of track 321 travel, meeting the driving needs of various special road conditions. Furthermore, the swing drive device 50 drives the track module 32 to swing around the main drive shaft 42 at any angle to adapt to different complex road conditions, traveling in the most efficient and stable mode, thus improving the safety and stability of the system.

[0055] Furthermore, such as Figures 1 to 3 As shown, in this embodiment, the track module 32 also includes two track side plates 323, a tensioning device 324, and multiple auxiliary wheels. The multiple auxiliary wheels are guide wheels 325, support wheels 326, and track support wheels 327. The guide wheels 325, support wheels 326, and track support wheels 327 are positioned and installed through the track side plates 323, and the track 321 is wrapped around the outside of the drive wheel 322 and each auxiliary wheel through the tensioning device 324. The outer contour of the track 321 after being installed on the track module 32 is an irregular quadrilateral, which is composed of four straight sides connected end to end, including a first straight side 321a, a second straight side 321b, a third straight side 321c, and a fourth straight side 321d connected in sequence. The track module 32 is not limited to the polygon shown in the figure, and can be replaced with other polygonal forms containing multiple straight sides to cope with different driving modes. When the track module 32 is not in contact with the ground, the outer contour of the track 321 is an irregular quadrilateral. When the track module 32 is in contact with the ground, the track 321 changes shape with the undulation of the ground.

[0056] Specifically, the track module 32 mainly consists of a drive wheel 322, a track support roller 327, a guide wheel 325, a tensioning device 324, multiple support rollers 326, track side plates 323, and an internal support frame. The drive wheel 322 and the tire 31 are concentrically mounted via the main drive shaft 42. The drive wheel 322 is sleeved on the main drive shaft 42, and its connection with the main drive shaft 42 is controlled by a clutch 43. The track side plates 323 are symmetrically distributed on both sides of the drive wheel 322 and are connected via a first bearing. Group 54 and the second bearing group 55 are connected to the swing drive device 50 to ensure that the track module 32 can swing freely around the main drive shaft 42; the guide wheel 325, the support roller 326 and the track roller 327 are fixedly installed on the track side plate 323 by bolts; the track 321 is wrapped around the outside of the drive wheel 322, the guide wheel 325, the track roller 327 and the support roller 326 by the tensioning device 324. The tensioning device 324 can be a hydraulic cylinder structure to adjust the tension of the track 321 in real time.

[0057] Furthermore, such as Figures 1 to 3 As shown, in this embodiment, the swing drive device 50 includes a first gear 52, a second gear 53, a first bearing assembly 54, and a second bearing assembly 55. The first gear 52 meshes with the second gear 53. The main drive shaft 42 passes through the second gear 53, the first bearing assembly 54, and the second bearing assembly 55. The second gear 53 is fixedly connected to one of the track side plates 323 via the first bearing assembly 54, and the second bearing assembly 55 is fixedly connected to the other track side plate 323. The swing drive device 50 also includes an auxiliary drive motor 51. The output shaft of the auxiliary drive motor 51 is connected to the first gear 52 to drive the first gear 52 to rotate, providing swing power to the track 321 of the entire device.

[0058] Specifically, such as Figures 1 to 3 As shown, the first gear 52 is driven by the auxiliary drive motor 51 and meshes with the second gear 53. The second gear 53 is fixed to the main drive shaft 42 via a keyway. The first bearing assembly 54 and the second bearing assembly 55 are respectively connected to the two track side plates 323, converting the rotational motion of the second gear 53 into the swinging motion of the track module 32. The first bearing assembly 54 acts as a "drive shaft." The first gear 52 and the second gear 53 receive the track swinging power from the auxiliary drive motor 51 and transmit it to the track side plates 323 through the first bearing assembly 54, thereby driving the entire track module 32 to swing within a certain angle. The base 61 is provided with a swing limiting groove (not shown in the figure), which, together with the swing limiting block 328 on the track side plate 323, limits the swing angle range of the track 321, controlling the track module 32 to swing to the required angle.

[0059] Furthermore, such as Figure 1 and Figure 2As shown, the walking drive device 40 also includes a main drive motor 41. The output shaft of the main drive motor 41 is connected to the main drive shaft 42 to drive the main drive shaft 42 to rotate, providing walking drive power for the entire device. The walking drive device 40 also includes a coupling 44. The main drive shaft 42 passes through the coupling 44, and the coupling 44 is fixed to the main drive shaft 42. The tire 31 is fixedly connected to the coupling 44. The clutch 43 includes a fixed end and a free end. The main drive shaft 42 passes through the fixed end of the clutch 43, and the fixed end of the clutch 43 is fixed to the main drive shaft 42. The free end of the clutch 43 is fixedly connected to the drive wheel 322. The clutch 43 can be of various types, such as magnetic, hydraulic, pneumatic, and electric, and the appropriate type can be selected according to the power requirements.

[0060] Specifically, such as Figures 1 to 3 and Figure 8 As shown, one end of the main drive shaft 42 is connected to the main drive motor 41, and the other end passes sequentially through components such as the first bearing assembly 54, the fixed end of the clutch 43, the second bearing assembly 55, and the coupling 44. The second bearing assembly 55 is fixedly connected to the track side plate 323 on one side of the tire 31. The first bearing assembly 54 and the second bearing assembly 55 support and limit the movement of the main drive shaft 42. The coupling 44 is fixedly connected to the tire 31, and the free end of the clutch 43 is fixedly connected to the drive wheel 322 of the track module 32. When the tire 31 needs to move, the clutch 43 disengages, and the driving power is directly transmitted to the tire 31. At this time, the track 321 is off the ground and stationary, with only the tire 31 moving. When the track 321 needs to move, the clutch 43 engages, and the driving power is transmitted to the drive wheel 322 of the track module 32, thereby driving the track 321 to move along the ground. At this time, the tire 31 is off the ground and spinning freely.

[0061] Furthermore, such as Figure 2 and Figure 9 As shown, the wheel-track hybrid driving system also includes a base module 60, which includes a base 61 and a bearing 62. A first bearing assembly 54 passes through the bearing 62, and the bearing 62 is connected to the base 61. The base 61 is used to fix the chassis 11 of the body module 10.

[0062] Specifically, the wheel-track hybrid driving system has a pressure relief function. When the tire 31 moves, the vertical force from the ground is transmitted to the track module 32 through the coupling 44 and the second bearing assembly 55, and then discharged to the base module 60 through the first bearing assembly 54, and then transmitted to the frame 11. When the track 321 moves, the vertical force from the ground is directly discharged to the base module 60 through the first bearing assembly 54, and then transmitted to the frame 11. Therefore, the main drive shaft 42 only bears the driving torque, avoiding the risk of large deformation due to radial off-center load, and thus has a greater load capacity.

[0063] Furthermore, the wheel-track composite driving system adopts a sealed design. The first bearing group 54, the second bearing group 55, the clutch 43 and other transmission components are all sealed. Lubricant can be injected into the corresponding sealed cavity (not shown in the figure) to provide dustproof, waterproof and lubricating protection for the internal transmission components. Based on this sealed design, the wheel-track composite driving system can better adapt to road environments such as dust, water accumulation and mud.

[0064] Furthermore, such as Figures 2 to 4b As shown, the wheel-track hybrid driving system includes a tire driving mode. In tire driving mode, the clutch 43 is disengaged, disconnecting the drive wheel 322 from the main drive shaft 42. The swing drive device 50 drives the track module 32 to swing around the main drive shaft 42 until the first straight edge 321a is parallel to the ground, suspending the track module 32 in the air, with only the tires 31 in contact with the ground. The driving power is directly transmitted to the tires 31, enabling high-speed driving. The tire driving mode allows for high-speed and flexible movement, and is particularly suitable for relatively flat road conditions with minimal undulation.

[0065] Furthermore, such as Figure 2 , Figure 3 , Figures 5 to 7 As shown, the wheel-track composite driving system includes a track driving mode. In the track driving mode, the clutch 43 is engaged, connecting the drive wheel 322 and the main drive shaft 42 as one unit. The swing drive device 50 drives the track module 32 to swing around the main drive shaft 42 until the track module 32 touches the ground, so that the tire 31 is suspended in the air.

[0066] Furthermore, such as Figure 2 , Figure 3 and Figure 5 As shown, the tracked driving mode includes the normal tracked driving posture. In this posture, the track module 32 swings until the second straight edge 321b is in contact with the ground. Specifically, when the track module 32 is swung to this position, with the second straight edge 321b in contact with the ground, the tire 31 is suspended in the air. The clutch 43 is then engaged, and the driving power is transmitted to the drive wheel 322 of the track module 32 via the clutch 43, thus enabling the track 321 to move. This is the normal tracked driving posture, which allows for stable driving on uneven or poor terrain.

[0067] Furthermore, the tracked driving mode includes a tracked greater ground clearance posture. In this posture, the track module 32 swings until the third straight edge 321c touches the ground. This state represents a greater ground clearance driving posture, suitable for scenarios such as wading through water and overcoming large obstacles.

[0068] Furthermore, the track travel mode includes the track maximum ground clearance posture. In the track maximum ground clearance posture, the track module 32 swings until the fourth straight edge 321d is perpendicular to the ground. This state is the maximum ground clearance travel posture, which is suitable for deeper wading conditions, obstacle crossing situations requiring greater ground clearance, and situations requiring higher working height.

[0069] The following is combined Figures 3 to 8 The following explains the motion principles of the tire driving mode, track driving mode, and attitude transformation of this utility model:

[0070] (1) Swing the track module 32 until the first straight edge 321a of the track 321 is parallel to the ground (e.g.) Figures 3 to 4b As shown in the diagram, at this time, the track module 32 is suspended in the air, with only the tires 31 touching the ground. The driving power is directly transmitted to the tires 31, enabling high-speed travel. The tire-driven mode allows for high-speed and flexible movement, and is particularly suitable for relatively flat road conditions with minimal undulations.

[0071] (2) Swing the track module 32 until the second straight edge 321b of the track 321 is in contact with the ground (e.g.) Figure 5 As shown in the diagram, at this time, tire 31 is suspended in the air, and clutch 43 is engaged. The driving power is transmitted to the drive wheel 322 of track module 32 through clutch 43, thereby enabling track 321 to move. This state is the normal driving posture of the track, which can travel smoothly on road conditions with large undulations and poor ground conditions.

[0072] (3) Similarly, the track module 32 is swung to the state where the third straight edge 321c of the track 321 is in contact with the ground (e.g. Figure 6 As shown in the image, this state represents a driving posture with a large ground clearance, suitable for scenarios such as wading through water and overcoming large obstacles.

[0073] (4) Similarly, continue to swing the track module 32 until the fourth straight edge 321d of the track 321 is perpendicular to the ground (e.g. Figure 7 As shown in the image, this state represents the maximum ground clearance driving posture, suitable for deeper wading conditions, obstacle crossing situations requiring greater ground clearance, and situations requiring higher operating height.

[0074] The above only lists representative motion postures and control methods. In actual driving, the track module 32 can swing to any angle within its stroke. Facing different road conditions such as climbing stairs, climbing slopes, crossing ditches, wading through water, traversing rocks, mud, sand, jungle, snow, and vertical obstacles, this driving system can flexibly switch walking modes and postures according to factors such as working height and load, and rationally select various actions and combinations of actions such as tire 31 rolling, track 321 crawling, and track 321 supporting, to achieve the most efficient and stable modal driving.

[0075] To further clarify: the wheel-track hybrid driving system is not limited to the outer wheel and inner track shown in the figure. It can be flexibly installed through modularization and quick disassembly, and can also be set to an outer track and inner wheel mode. This wheel-track hybrid driving system also has other walking postures and control methods. The main difference lies in the different action sequences of each component, but the basic principle is the same. It can be flexibly selected according to the actual working conditions.

[0076] This utility model also provides a chassis, such as Figure 1 , Figure 9 , Figure 10 As shown, it includes a body module 10 and a wheel-track composite driving system as described above. The body module 10 includes a frame 11, and the wheel-track composite driving system is respectively installed at the four corners of the frame 11.

[0077] Furthermore, such as Figure 1 As shown, the body module 10 also includes a cover 12, which includes mudguards 121, a top cover 122, side cover 123, and a bottom cover 124. The frame 11 has an overall frame structure, which is beneficial for bearing loads from all directions. The cover 12 is mounted on the frame 11, which can protect the internal components of the body and increase the aesthetics of the chassis. The bottom cover 124 and the side cover 123 have heat dissipation holes for cooling the internal electrical components of the body module 10.

[0078] Furthermore, the auxiliary wheel module 70 includes an auxiliary tire 71 and a hub motor (not shown) connected to the auxiliary tire 71 for transmission. By setting the auxiliary tire 71 as a tire with its own hub motor, the intermediate auxiliary wheel module 70 has an independent driving function, improving the chassis driving force and further enhancing the chassis's passability. Alternatively, the auxiliary wheel module 70 can be a wheel-track composite driving system as described above. Through modular and quick-release design, the wheel-track composite driving system and the auxiliary wheel module 70 can be flexibly installed and replaced. For example, the wheel-track composite driving system can be replaced with a tire module with independent suspension and connected to the main drive motor 41, thus evolving into a multi-wheel off-road chassis. The intermediate auxiliary wheel module 70 can also be replaced with a wheel-track composite driving system, i.e., multiple wheel-track composite driving systems can be combined as the chassis driving mechanism (i.e., not limited to 4 wheel-track composite driving systems, but can be 6, 8, 10, etc.). This chassis also has other walking postures and control methods, mainly differing in the sequence of actions of each component, but the basic principle is the same, and can be flexibly selected according to actual working conditions.

[0079] Furthermore, such as Figure 9 As shown, a towing hook 13 is provided at the rear of the chassis, which can be used for towing tasks. When the chassis is stuck or breaks down, it can also be towed out by other vehicles.

[0080] Furthermore, such as Figure 9As shown, the chassis also includes two auxiliary wheel modules 70, which are respectively located at the middle position on opposite sides of the frame 11. Each auxiliary wheel module 70 is located between the two wheel-track composite driving systems on that side.

[0081] In this embodiment, as Figure 11 As shown, the auxiliary wheel module 70 includes an auxiliary tire 71, a half-shaft 72, and an independent suspension device 73. The independent suspension device 73 includes a shock absorber 731, an upper control arm 732, an end cap 733, a base frame 734, and a lower control arm 735. The half-shaft 72 includes a flange end face and a shaft end. The flange end face of the half-shaft 72 is connected to the auxiliary tire 71. The shaft end of the half-shaft 72 is inserted into the bearing 62 of the base frame 734. The end cap 733 is fitted onto the half-shaft 72. One end of the upper control arm 732 and one end of the lower control arm 735 are both connected to the base frame 734. The other ends of the upper control arm 732 and the lower control arm 735 are both connected to the vehicle frame 11. One end of the shock absorber 731 is connected to the vehicle frame 11, and the other end passes through the upper control arm 732 and connects to the lower control arm 735. The upper control arm 732 and the lower control arm 735 have the same length.

[0082] The independent suspension device 73 has a sealed inner cavity in its base frame 734, which provides dustproof, waterproof and lubrication protection for the internal mechanism, ensuring that the auxiliary wheel module 70 can better adapt to road environments such as dust, water accumulation and mud.

[0083] This utility model also provides a control method for a wheel-track composite chassis, the wheel-track composite chassis including a wheel-track composite driving system, such as... Figures 1 to 3 As shown, the wheel-track hybrid driving system includes a traveling device 30, which includes tires 31 and track modules 32. The track modules 32 include tracks 321, and the tracks 321, after being mounted on the track modules 32, include multiple unequal track edges 3210 connected in sequence. The control method includes:

[0084] Obtain road surface information, including the presence and structural characteristics of obstacles, with the structural characteristics of obstacles including at least their dimensions; determine the current road condition type as normal or obstructed based on the road surface information;

[0085] When there are no obstacles on the road or the size of the obstacles is less than or equal to the preset value, it is judged as a normal road condition, and the driving mode is switched to tire driving mode, and the driving power is controlled to be transmitted to the tires 31.

[0086] When the size of a road obstacle exceeds a preset value, it is determined to be an obstacle road condition. Based on the chassis structural parameters and the structural characteristics of the obstacle, one of the following actions is executed:

[0087] When the size of an obstacle exceeds the obstacle clearance threshold, a detour path is planned and the chassis is controlled to detour or stop driving.

[0088] When the obstacle size is within the obstacle crossing capability range, switch to track driving mode, select one track edge 3210 to be close to the ground or perpendicular to the ground, and control the drive power to be transmitted to the track module 32.

[0089] Specifically, the system determines whether a road surface is normal or obstructed by the presence or size of obstacles. For normal surfaces, it uses tire driving mode, which offers high speed and low energy consumption. For obstructed surfaces, if the obstacle size exceeds the obstacle-crossing capability threshold, the system determines that the wheel-track hybrid system cannot directly pass the obstacle. It then plans an obstacle avoidance path and controls the chassis to either bypass or stop. When the obstacle size is within the obstacle-crossing capability range, it selects track driving mode. This intelligent switching between tire and track modes improves driving efficiency on flat roads and facilitates passage through complex terrain. This system enhances safety and adaptability by combining obstacle size dynamic decision-making (bypassing or overcoming obstacles); and depending on different complex terrains, it can select one track edge 3210 of the track module 32 to be close to the ground or perpendicular to the ground. Through multi-posture adjustment of different track edges 3210 (close to the ground, perpendicular), it can overcome the limitations of obstacle height or diverse terrain. By matching structural parameters with obstacle characteristics, it optimizes obstacle-crossing ability and avoids mechanical damage. This embodiment achieves the unity of all-terrain passability, efficient power switching and intelligent obstacle-crossing ability, and solves the limitations of traditional walking devices in complex scenarios.

[0090] Furthermore, such as Figure 3 As shown, the outer contour of the track 321 after it is installed on the track module 32 is an irregular quadrilateral, and the multiple unequal track edges 3210 are the first straight edge 321a, the second straight edge 321b, the third straight edge 321c and the fourth straight edge 321d.

[0091] Switching to tire driving mode specifically includes: controlling the track module 32 to swing until the first straight edge 321a is parallel to the ground, the tire 31 touches the ground, and the driving power is directly transmitted to the tire 31 to achieve high-speed driving; the tire driving mode can achieve high-speed and flexible movement, and is especially suitable for good road conditions with little undulation and flat ground.

[0092] Switching to tracked driving mode specifically includes: controlling the track module 32 to swing to the second straight edge 321b touching the ground (normal tracked driving posture) or the third straight edge 321c (driving posture with greater ground clearance) touching the ground or the fourth straight edge 321d perpendicular to the ground (driving posture with maximum ground clearance), with the tires 31 suspended in the air, and the driving power directly transmitted to the track module 32. These three postures are adapted to different obstacle crossing scenarios.

[0093] Specifically, the outer contour of the track 321 after it is installed on the track module 32 is an irregular quadrilateral. This structure provides polygonal adaptability to meet the contact requirements of different terrains. The track edge 3210 and the tire can be quickly switched by swinging. The structure is compact and the movement is flexible. When the track module 32 is moving, the tire 31 is suspended in the air, which can reduce friction, reduce energy consumption, and extend the life of the tire 31.

[0094] Furthermore, the structural characteristics of obstacles also include obstacle type and outline shape. Obstacle type is identified based on outline shape. Obstacle types include vertical obstacles, stair obstacles, and ditch obstacles.

[0095] When the obstacle size is within the obstacle clearance capability range, switch to tracked driving mode and select one track edge 3210 to be either close to the ground or perpendicular to the ground. Specifically, this includes:

[0096] For vertical obstacles, control the track module 32 to swing until the fourth straight edge 321d is perpendicular to the ground;

[0097] For stair obstacles, control the track module 32 to swing until the third straight edge 321c contacts the stair obstacle;

[0098] For ravine obstacles, control the track module 32 to swing so that the third straight edge 321c crosses the ravine obstacle.

[0099] Specifically, the corresponding track edge 3210 is selected according to the obstacle type (vertical obstacle, stairs, ditch): for vertical obstacles, the fourth straight edge 321d is perpendicular to the ground; for stairs, the third straight edge 321c contacts the steps; for ditch obstacles, the third straight edge 321c spans the ditch. In this embodiment, the contact method of the track edge 3210 is optimized for different obstacle types to improve obstacle crossing efficiency; the vertical edge (fourth straight edge 321d) handles high obstacles, and the long edge (third straight edge 321c) spans the ditch to adapt to complex terrain features; reducing center of gravity fluctuation during obstacle crossing and improving driving stability.

[0100] Furthermore, at least two wheel-track composite driving systems are installed on the same side of the chassis, and the track module 32 also includes a drive wheel 322 for driving the track 321;

[0101] Obstacle dimensions include the vertical obstacle height H, step height h, and maximum trench span W:

[0102] (1) As Figure 13 As shown, the track module 32 plays a crucial supporting role during vertical obstacle crossing. Therefore, the main factors limiting the chassis's vertical obstacle crossing ability are the dimensions of the track module 32 and the chassis wheelbase. The assessment of obstacle crossing ability for vertical obstacles includes: calculating the height H of the vertical obstacle; if the value of H is within the range of... The obstacle can then be cleared; the ability to clear vertical obstacles is quantified using a formula to avoid getting stuck due to exceeding height limits.

[0103] (2) Figure 14 As shown, the main factors limiting the chassis's ability to climb stairs are its own climbing ability and the step height h. When the chassis climbs the first step, its driving conditions and vertical obstacle crossing conditions are the same. Therefore, given a certain climbing ability of the chassis itself, the assessment of the obstacle crossing ability for stairs includes: calculating the step height h of the stairs; if the value of h is within the range of: h≤l2+l1·cos(π-α), then it is determined that the obstacle can be crossed; quantifying the limit of the step height to ensure effective contact between the track edge 3210 and the step, avoiding track slippage or chassis overturning due to excessive step height, and improving the smoothness and safety of the stair climbing process;

[0104] (3) Figure 15 As shown, according to the process of crossing the ditch, the track module 32 needs to straddle the ditch when crossing it. Therefore, the main factors restricting the chassis's ability to cross the ditch are the size of the track module 32 and the chassis wheelbase. The ability to cross ditch obstacles includes: calculating the maximum ditch span W of the ditch obstacle. If the value of W is within the range of: W≤l1+e+h1·cot(π-β), then it is determined that the obstacle can be crossed; accurately calculating the maximum width of the ditch that can be crossed to prevent the chassis from sinking and improve reliability and safety.

[0105] Among them, such as Figure 3 , Figure 9 , 12a As shown in 12b, e is the wheelbase between the two tires 31 on the same side, h1 is the distance from the center of the drive wheel 322 of the track module 32 to the second straight edge 321b, h2 is the distance from the third straight edge 321c, l1 is the length of the second straight edge 321b, l2 is the length of the third straight edge 321c, α is the angle between the second straight edge 321b and the third straight edge 321c, and β is the angle between the second straight edge 321b and the first straight edge 321a.

[0106] Furthermore, such as Figures 1 to 3 As shown, the wheel-track composite driving system also includes a travel drive device 40, which includes a main drive shaft 42 and a clutch 43. The tire 31 is mounted on the main drive shaft 42. The track module 32 also includes a drive wheel 322 that drives the track 321. The main drive shaft 42 passes through the drive wheel 322, and the drive wheel 322 is mounted on the main drive shaft 42 via the clutch 43.

[0107] Controlling the transmission of drive power to tires 31 specifically includes: controlling the clutch 43 to be in a disengaged state so that the drive wheel 322 is disconnected from the main drive shaft 42;

[0108] Controlling the transmission of drive power to the track module 32 specifically includes: controlling the clutch 43 to be in an engaged state so that the drive wheel 322 is connected to the main drive shaft 42 as one unit.

[0109] Specifically, the walking drive device 40 controls power distribution via a clutch 43: in tire driving mode, the clutch 43 disengages, and the drive wheel 322 is disconnected from the main drive shaft 42; in track driving mode, the clutch 43 engages, and the drive wheel 322 is linked to the main drive shaft 42. In this embodiment, the clutch 43 enables rapid switching of the power path and provides a quick response; the mechanical structure is simple and reliable, reducing power loss; and it ensures that the power source does not interfere with the transmission of power to the tire and track modes.

[0110] Furthermore, such as Figures 1 to 3 As shown, the track module 32 also includes two track side plates 323; the wheel-track composite driving system also includes a swing drive device 50, which includes a first gear 52, a second gear 53, a first bearing assembly 54 and a second bearing assembly 55. The first gear 52 meshes with the second gear 53, and the main drive shaft 42 passes through the second gear 53, the first bearing assembly 54 and the second bearing assembly 55. The second gear 53 is fixedly connected to one of the track side plates 323 through the first bearing assembly 54, and the second bearing assembly 55 is fixedly connected to the other track side plate 323.

[0111] The control of the track module 32 swinging specifically includes: the swing drive device 50 controls the first gear 52 to rotate, drives the second gear 53 to rotate, and then pushes the track side plate 323 to swing around the main drive shaft 42 through the first bearing group 54.

[0112] Specifically, the swing drive device 50 drives the track side plate 323 to swing around the main drive shaft 42 through a gear set (first gear 52, second gear 53). The second gear 53 is fixed to the track side plate 323 through the first bearing set 54. The gear meshing transmission drives the track side plate 323 to rotate. In this embodiment, the gear set transmission provides high-precision swing control and accurate positioning. The bearing set reduces friction loss and extends service life.

[0113] This utility model also provides a controller 21, including a memory and a processor. The memory is used to store a computer program, and the processor is used to execute the steps of the control method described above when processing the computer program.

[0114] Furthermore, such as Figure 10As shown, the wheel-track composite chassis provided by this utility model includes a control system 20, which includes the controller 21 as described above. Specifically, the control system 20 includes the controller 21, battery 22, tilt sensor 23, vision module 24, autonomous following module 25, remote controller (not shown in the figure), control panel 27, upper-mounted power supply and communication interface 28, heat dissipation module 29, and temperature sensor (not shown in the figure). The controller 21 controls various actions and functions of the chassis; the battery 22 supplies power to various electrical components of the chassis; the tilt sensor 23 detects the tilt angle of the chassis during driving, and when the tilt angle reaches a certain threshold, it sends an alarm signal, and the controller 21 controls the chassis to stop driving or prohibits further actions to prevent the chassis from overturning; a vision module 24 is installed on the front of the vehicle body for environmental perception and obstacle recognition; an autonomous following module 25 is installed on the top of the front of the vehicle for the chassis to follow the target person for autonomous driving; the remote control includes a receiver 26 and a transmitter, with the receiver 26 installed inside the chassis; the rear of the vehicle body has a control panel 27, which is equipped with various switches, buttons, and interfaces; the rear of the vehicle body has a superstructure power supply and communication interface 28, which can be connected to the chassis when superstructure components need to be installed, facilitating power supply and communication control of the superstructure; the main heat sources of the chassis are the main drive motor 41 and the auxiliary drive motor 51, and temperature sensors are installed in the front and rear power compartments to detect the internal temperature of the power compartment (not shown in the figure), and together with the heat dissipation module 29, control the temperature rise of the chassis.

[0115] Furthermore, such as Figure 16 As shown, the chassis includes a remote control mode and an autonomous following mode. Taking emergency rescue scenarios as an example, when the target environment contains toxic, harmful, or dangerous factors, people usually cannot enter. The chassis can be controlled remotely to enter in place of people, which is particularly suitable for disaster site reconnaissance and search and rescue scenarios. When the target environment is good, the chassis can move with the target personnel through the autonomous following mode, which is particularly suitable for rescue equipment and material transportation scenarios.

[0116] Specifically, such as Figure 10 and Figure 16 As shown, in autonomous following mode: the chassis identifies the target person's signal and follows their walking route. When encountering an obstacle, the vision module 24 identifies the obstacle's shape and size characteristics and transmits this information to the controller 21, which analyzes and determines the obstacle's type and size. When the obstacle is too large for the chassis to overcome, or when it's convenient to go around it, the chassis will automatically perform obstacle avoidance maneuvers; when the obstacle is within the chassis's obstacle-crossing capabilities, the chassis will automatically overcome it; when the obstacle is small, the chassis will adjust its ground clearance to avoid it. After completing these actions, the chassis will continue to follow the target person.

[0117] In remote control mode, the operator can observe the surrounding environment of the chassis 24 / 7 through the chassis's vision module. When encountering obstacles, the operator can perform obstacle avoidance, obstacle bypass, and obstacle crossing operations based on the obstacle characteristics and data fed back by the chassis.

[0118] The beneficial effects of this utility model include:

[0119] (1) In view of the problem that existing wheel-track composite driving devices “difficult to balance the high speed and flexibility of wheeled vehicles with the high off-road performance of tracked vehicles”, this utility model designs a high-load, multi-modal wheel-track composite driving system; it has functions such as wheel / track driving mode switching, power transmission path switching, and track walking posture transformation, which can maximize the advantages of wheeled high speed and flexibility and tracked high load and high off-road performance and their combination advantages, and meet the driving needs of various special road conditions.

[0120] (2) In response to the problems of existing wheel-track composite driving devices, such as "generally adopting wheel-track coaxial synchronous drive, single speed mode, and track 321 being idle most of the time, resulting in power waste", this utility model proposes a coaxial bidirectional transmission device with clutch 43, which drives the tire 31 and track module 32 in two speed modes respectively, giving full play to the high speed and high efficiency characteristics of wheel driving.

[0121] (3) In view of the fact that the transmission system of the existing wheel-track composite driving device is generally more complicated, this utility model proposes an inner and outer shaft transmission mechanism. The inner shaft (main drive shaft 42) is used for power transmission of the walking device 30, and the outer shaft (first bearing group 54 and second bearing group 55) is used for power transmission of track swing; the transmission system is simplified and installation space is saved.

[0122] (4) In view of the problem that the existing wheel-track composite driving device “the swing arm track 321 cannot drive independently and cannot change to multiple postures, and has limited functions”, the swing arm track 321 of this utility model is an irregular quadrilateral with multiple practical contour sides. By swinging the track 321 to different angles, the driving device can be changed to different postures, which can meet the needs of a variety of specific application scenarios.

[0123] (5) The chassis of this utility model is provided with a pair of auxiliary wheel modules 70 with independent suspension in the middle. In the conventional tire driving mode or track driving mode, they share the load of the four corner wheel-track composite driving system. In special working conditions or harsh road conditions such as vertical obstacle crossing, climbing stairs, crossing ditches, etc., they serve as auxiliary support to increase the driving stability and road condition adaptability of the chassis.

[0124] (6) The wheel-track composite driving system of this utility model is not limited to being installed at the four corners of the chassis and can be freely expanded for application. According to the usage requirements, any number of wheel-track composite driving systems can be installed at the front, middle and rear sections of the chassis, and can even be combined with other driving modes to meet the needs of different working conditions.

[0125] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content without departing from the scope of the technical solution of the present utility model. These are equivalent embodiments with equivalent changes. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the technical solution of the present utility model shall still fall within the protection scope of the technical solution of the present utility model.

Claims

1. A wheel-track hybrid driving system, characterized in that, The device includes a walking device (30), a walking drive device (40), and a swing drive device (50). The walking device (30) includes a tire (31) and a track module (32). The track module (32) includes a track (321) and a drive wheel (322) for driving the track (321). The walking drive device (40) is used to drive the tire (31) and the track module (32) to move. The walking drive device (40) includes a main drive shaft (42) and a clutch (43). The tire (31) is mounted on the main drive shaft (42). The main drive shaft (42) passes through the drive wheel (322), and the drive wheel (322) is mounted on the main drive shaft (42) via the clutch (43), such that when the clutch (43) is engaged, the drive wheel (322) is connected to the main drive shaft (42) as one unit, and when the clutch (43) is disengaged, the drive wheel (322) is disconnected from the main drive shaft (42). The swing drive device (50) is used to drive the track module (32) to swing around the main drive shaft (42).

2. The wheel-track hybrid driving system as described in claim 1, characterized in that, The track module (32) includes two track side plates (323). The swing drive device (50) includes a first gear (52), a second gear (53), a first bearing assembly (54), and a second bearing assembly (55). The first gear (52) meshes with the second gear (53). The main drive shaft (42) passes through the second gear (53), the first bearing assembly (54), and the second bearing assembly (55). The second gear (53) is fixedly connected to one of the track side plates (323) through the first bearing assembly (54), and the second bearing assembly (55) is fixedly connected to the other track side plate (323).

3. The wheel-track composite driving system as described in claim 2, characterized in that, The track module (32) also includes a tensioning device (324) and multiple auxiliary wheels, which are guide wheels (325), support wheels (326) and track rollers (327). The guide wheels (325), support wheels (326) and track rollers (327) are positioned and installed through the track side plates (323), and the track (321) is wrapped around the drive wheel (322) and the outside of each of the auxiliary wheels through the tensioning device (324).

4. The wheel-track composite driving system as described in claim 2, characterized in that, The wheel-track composite driving system also includes a base module (60), which includes a base (61) and a bearing (62). The first bearing assembly (54) passes through the bearing (62), and the bearing (62) is connected to the base (61). The base (61) is used to fix the chassis (11) of the body module (10).

5. The wheel-track composite driving system as described in any one of claims 1-4, characterized in that, The outer contour of the track (321) after it is installed on the track module (32) is an irregular quadrilateral, including a first straight side (321a), a second straight side (321b), a third straight side (321c) and a fourth straight side (321d) connected in sequence.

6. The wheel-track hybrid driving system as described in claim 5, characterized in that, The wheel-track composite driving system includes a tire driving mode. In the tire driving mode, the clutch (43) is in a disengaged state, causing the drive wheel (322) to disconnect from the main drive shaft (42). The swing drive device (50) drives the track module (32) to swing around the main drive shaft (42) until the first straight edge (321a) is parallel to the ground, and the track module (32) is suspended in the air, with only the tire (31) touching the ground.

7. The wheel-track composite driving system as described in claim 5, characterized in that, The wheel-track composite driving system includes a track driving mode. In the track driving mode, the clutch (43) is engaged, connecting the drive wheel (322) and the main drive shaft (42) as one unit. The swing drive device (50) drives the track module (32) to swing around the main drive shaft (42) until the track module (32) touches the ground, so that the tire (31) is suspended in the air.

8. The wheel-track composite driving system as described in claim 7, characterized in that, The track travel mode includes the track normal travel posture, in which the track module (32) swings until the second straight edge (321b) touches the ground.

9. The wheel-track composite driving system as described in claim 7, characterized in that, The track travel mode includes a track with a large ground clearance posture. In the track with a large ground clearance posture, the track module (32) swings until the third straight edge (321c) touches the ground.

10. The wheel-track composite driving system as described in claim 7, characterized in that, The track travel mode includes the track maximum ground clearance posture. In the track maximum ground clearance posture, the track module (32) swings until the fourth straight edge (321d) is perpendicular to the ground.

11. A wheel-track composite chassis, characterized in that, The vehicle includes a body module (10) and a wheel-track composite driving system as described in any one of claims 1-10, wherein the body module (10) includes a frame (11) and the wheel-track composite driving system is respectively installed at the four corners of the frame (11).

12. The wheel-track composite chassis as described in claim 11, characterized in that, The wheel-track composite chassis also includes two auxiliary wheel modules (70), which are respectively located at the middle position on opposite sides of the frame (11), with each auxiliary wheel module (70) located between the two wheel-track composite driving systems on that side.

13. The wheel-track composite chassis as described in claim 12, characterized in that, The auxiliary wheel module (70) includes an auxiliary tire (71) and a hub motor that is velocally connected to the auxiliary tire (71); or the auxiliary wheel module (70) is a wheel-track composite driving system as described in any one of claims 1-10.

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