Adaptive two-stage swing walking mechanism and heavy-duty transportation equipment

Abstract

An adaptive two-stage swing walking mechanism and heavy-duty transport equipment are disclosed. In the first-stage swing mechanism, the two ends of the fixed shaft are connected to two fixed seats respectively. The lower end face of the wheel bracket is provided with several bearing sleeves, which are inserted into the fixed shaft to form a rotatable connection. In the second-stage swing mechanism, the shaft body is fixedly connected to the steering wheel assembly through a steering wheel mating device. The two ends of the rotating shaft are rotatably connected to two bearing seats respectively, and the upper end of the bearing seats is connected to the wheel bracket. This utility model, by setting up a combination of the first-stage and second-stage swing mechanisms, enables the wheel assembly to maintain stable ground contact under heavy load and complex ground conditions, improving the overall vehicle running stability and reliability. The two stages work together to share the impact and sway, achieving rapid ground contact and steady-state correction.

Description

Technical Field

[0001] This utility model relates to the field of heavy-duty AGVs and mining transportation equipment, specifically an adaptive two-stage swing walking mechanism and heavy-duty transportation equipment. Background Technology

[0002] With the development of automated logistics and mining transportation, heavy-duty vehicles are increasingly used in warehousing, ports, factories, and mining areas. These vehicles often need to operate for extended periods under conditions of high load capacity and high frequency of operation. However, the operating environment is not always a smooth road surface, especially in mining scenarios, where there are often complex terrains with gravel, slag, and potholes, posing challenges to the vehicle's driving stability and wheel contact with the ground.

[0003] Existing shock absorption structures mostly adopt single-stage swing-type ground-hugging structures or suspension shock absorption, such as the "A Chassis Structure for Flexible AGV" published in CN 117901952A and the "A Rear Axle Floating AGV Frame Device" announced in CN220465612U. However, these structures have the following shortcomings when subjected to heavy loads and encountering many obstacles:

[0004] 1) Limited compensation range: When the yaw amount is insufficient, the wheels may be suspended in the air, which will aggravate the vehicle vibration; if the yaw amount is too large, the vehicle body may tilt excessively, affecting the operation safety.

[0005] 2) Force concentration: All impacts and loads are applied to a single swing mechanism, which can easily cause fatigue damage to the shaft or bearing parts during long-term operation.

[0006] 3) Insufficient adaptability to complex terrain: such as ore protrusions, uneven ground, etc., single-stage oscillation is difficult to ensure that the wheel set is in contact with the ground and the vehicle body is stable at the same time.

[0007] 4) High structural coupling: Existing shock absorption mechanisms are mostly fixedly connected to the chassis frame, and the front and rear devices cannot be disassembled and assembled independently, lacking modularity. Summary of the Invention

[0008] This invention aims to solve existing problems by providing an adaptive two-stage swing walking mechanism and heavy-duty transportation equipment to improve the ground contact and running stability of transport vehicles on uneven roads.

[0009] To achieve the above objectives, the technical solution adopted by this utility model includes a primary swing mechanism and a secondary swing mechanism, wherein:

[0010] The primary swing mechanism includes a wheel bracket with several steering wheel assemblies, a horizontally arranged fixed shaft, a fixed seat, and bearing sleeves. The two ends of the fixed shaft are connected to two fixed seats respectively. The lower end face of the wheel bracket is provided with several bearing sleeves, which are inserted into the fixed shaft to form a circumferential rotational connection.

[0011] The secondary swing mechanism includes a horizontally arranged rotating shaft, bearing seats, and a steering wheel coupling device. The shaft body is fixedly connected to the steering wheel assembly through the steering wheel coupling device. Both ends of the rotating shaft are rotatably connected to two bearing seats respectively, and the upper end of the bearing seats is connected to the wheel bracket.

[0012] In the first-stage swing mechanism, the lower end face of the frame is provided with two steering wheel assemblies distributed on the left and right, and the fixed shaft is set between the two steering wheel assemblies along the direction of travel.

[0013] In the first-stage swing mechanism, the inner ring of the bearing sleeve is rotatably connected to the fixed shaft through a bearing or a self-lubricating bushing, and its outer ring is fixedly connected to the lower end face of the wheel bracket.

[0014] In the primary swing mechanism, there is also a stop block above which limits the maximum swing angle of the wheel bracket around the fixed axis.

[0015] In the secondary swing mechanism, the shaft is connected to the upper end of the steering wheel assembly by bolts; the end of the bearing seat is round, and the steering wheel assembly has a corresponding notch, which limits the relative rotation between the bearing seat and the steering wheel assembly.

[0016] A wear-resistant lining layer is provided between the notch and the end of the bearing housing.

[0017] This utility model also provides a heavy-duty transportation device, including a chassis, the chassis being equipped with any of the aforementioned adaptive two-stage swing walking mechanisms.

[0018] It includes two sets of primary swing mechanisms, distributed at the front and rear ends of the chassis along the direction of travel of the equipment; and secondary swing mechanisms are respectively provided on the steering wheel assembly.

[0019] The connection between the fixed base and the chassis is equipped with a pad for buffering and fine-tuning the contact gap.

[0020] Compared with existing technologies, this utility model improves the overall vehicle's stability and reliability by combining a primary swing mechanism and a secondary swing mechanism, enabling the wheelset to maintain stable ground contact under heavy loads and complex terrain conditions. The primary swing mechanism handles low-frequency, large-displacement overall attitude compensation, while the secondary swing mechanism responds to high-frequency, localized transient disturbances. The two mechanisms work together to share the impact and sway, achieving rapid ground contact and steady-state correction.

[0021] This utility model adopts pure mechanical bearings and geometric structure limiting, eliminating the need for springs or hydraulics, thus simplifying the equipment. It features strong load-bearing capacity, long fatigue life, and easy maintenance. The modular design allows for independent assembly at the front and rear ends of the chassis without altering the main beam structure. It is suitable for handling operations in complex terrains such as mining transportation, heavy-duty AGVs, and port loading and unloading. It can effectively adapt to road undulations caused by gravel, slag, or irregular terrain, ensuring that the wheels stay close to the ground and the vehicle runs smoothly. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of a single-stage swing mechanism;

[0023] Figure 2 This is a schematic diagram of the structure of a single-stage swing mechanism;

[0024] Figure 3 This is a schematic diagram of the two-stage swing mechanism;

[0025] Figure 4 This is a schematic diagram of the two-stage swing mechanism;

[0026] See attached diagram: 1 chassis, 2 welding plate, 3 wheel bracket, 4 steering wheel, 5 gasket, 6 fixed seat I, 7 bearing sleeve I, 8 fixed shaft, 9 bearing sleeve II, 10 fixed seat II, 11 limit block gasket, 12 limit block, 13 rotating shaft, 14 fixing bolt, 15 bearing seat, 16 steering wheel mating device, 17 steering wheel. Detailed Implementation

[0027] The present invention will now be further described with reference to the accompanying drawings.

[0028] See Figures 1 to 4 , Figures 1 to 4 This illustration showcases an embodiment of the present invention: a heavy-duty transport device with an adaptive two-stage swing walking mechanism. The heavy-duty transport device includes a chassis, which is a rectangular frame. The outer frame is formed by four connecting rods connected by welded plates. Several other connecting rod structures are also provided inside the outer frame. The connecting rods have a certain thickness in the vertical direction, and the internal space formed by this thickness constitutes the swing space of the wheel bracket.

[0029] The chassis is equipped with two sets of primary swing mechanisms and corresponding secondary swing mechanisms. The two sets of primary swing mechanisms are distributed at the front and rear ends of the chassis along the direction of travel of the equipment. Each set of primary swing mechanisms includes two sets of steering wheel assemblies distributed left and right, and each steering wheel assembly is equipped with a secondary swing mechanism. Furthermore, the swing mechanism assembly can be installed independently at both the front and rear ends without coupling with each other, without changing the chassis main beam structure and the superstructure interface, which facilitates platformization and serialization.

[0030] See Figure 1 and Figure 2The primary swing mechanism includes a wheel bracket, a fixed shaft with its axle arranged horizontally, and corresponding fixed seats I, II, and bearing sleeves. Fixed seats I and II are fixedly connected to the lower end face of the chassis frame and are distributed longitudinally along the equipment. Both ends of the fixed shaft pass through fixed seats I and II respectively, forming a fixed connection with their fixing holes.

[0031] The wheel bracket is flat and initially positioned horizontally on the chassis. In each primary swing mechanism, two steering wheel assemblies are connected to the left and right sides of the lower end face of the wheel bracket, respectively. Two longitudinally distributed bearing sleeves, I and II, are located in the center of the lower end face of the wheel bracket (preferably between the two steering wheel assemblies). Both bearing sleeves I and II have through holes, through which the shaft of the fixed shaft passes. The inner rings of bearing sleeves I and II are rotatably connected to the outer wall of the fixed shaft via bearings (self-lubricating bushings can also be used), allowing the wheel bracket to swing slightly around the axis of the fixed shaft. The amplitude of this swing is limited by the height of the connecting rod that constitutes the swing space.

[0032] Preferably, the primary swing mechanism also has a stop above it to limit the maximum swing angle of the wheel bracket rotating around the fixed axis.

[0033] See Figure 3 and Figure 4 The secondary swing mechanism includes a horizontally arranged rotating shaft, bearing housings, and a steering wheel coupling device. The shaft body is fixedly connected to the upper end of the steering wheel coupling device by fixing bolts. The lower end of the steering wheel coupling device is fixedly connected to the steering wheel assembly. Both ends of the rotating shaft pass through the through holes of the two bearing housings and are rotatably connected to them. The upper end of the bearing housing is connected to the wheel bracket.

[0034] See Figure 3 In this embodiment, the steering wheel assembly includes a left and right parallel double travel wheel structure. The travel wheels are mounted on both sides of the steering wheel coupling device via a rotating shaft. Preferably, the steering wheel coupling device is equipped with a drive device inside.

[0035] See Figure 4 The bearing housing extends downward from the lower end of the wheel bracket, and its lower end is circular. The upper ends of the front and rear sides of the steering wheel assembly are respectively provided with notches corresponding to the circular ends, and the notches are also circular; these notches can limit the relative rotation between the bearing housing and the steering wheel assembly, and the mechanical limiting is achieved through the geometric structure, thus not relying on springs, hydraulic or electronic control components.

[0036] Further, see Figure 4The surrounding housing of the steering wheel assembly also provides a covering support for the two bearing seats, with a clearance between the covering part and the bearing seats. This clearance is used to allow and limit the amplitude of the secondary oscillation. The primary and secondary oscillation mechanisms work together to achieve dual ground contact compensation for the steering wheel assembly, ensuring wheel contact with the ground and smooth vehicle operation.

[0037] Preferably, another clearance is provided between the through hole of the bearing housing and the outer wall of the shaft. This other clearance can provide a small swing margin for the steering wheel and also serve as a geometric interface for secondary limiting, so as to disperse the impact energy through the contact surface when the swing reaches the limit.

[0038] Preferably, a wear-resistant liner layer is provided between the stop and / or notch and the end of the bearing housing, and is designed as a replaceable structure so that the worn parts can be replaced during long-term operation.

[0039] As a preferred option, see Figure 2 The upper surface of the chassis is equipped with a limiting block, which can cooperate with the limiting block shim to finely adjust the contact gap and buffer characteristics.

[0040] As a preferred option, both the fixed shaft and the rotating shaft are made of solid metal rods. The robust solid shaft can withstand the huge loads generated during heavy transportation, while the structure is relatively simple, the manufacturing and maintenance costs are low, the disassembly and assembly are convenient, and the downtime for maintenance is short.

[0041] Based on the structure and principle of the two-stage swing mechanism described above, the motion and force path and the cooperative principle of this embodiment are as follows. When the steering wheel contacts the ground, the reaction force first acts on the steering wheel, then is transmitted through the shaft to the bearing seat and wheel bracket. Since the shaft and bearing seat of the second-stage swing mechanism are located at the lower end of the wheel bracket and have a small clearance, the second-stage swing mechanism can respond to instantaneous, high-frequency disturbances with a smaller rotation angle and shorter lever arm, thereby absorbing and attenuating local impacts and reducing the direct transmission of impact peaks to the upper structure. If the disturbance amplitude continues to increase, or when the second-stage swing structure approaches its geometric clearance limit, the load and torque will be transmitted through the wheel bracket to the bearing sleeve of the first-stage swing mechanism. The bearing sleeve drives the wheel bracket to swing around the axis of the fixed shaft with a larger amplitude, completing low-frequency, large-displacement attitude compensation. Finally, the force is transmitted to the chassis through the fixed shaft and the fixed seats I and II at both ends.

[0042] This embodiment, through the combination of two-stage swing mechanisms, ensures that when one side of the steering wheel lifts due to ground undulations or obstacles under heavy-load transportation or complex terrain conditions, the primary and secondary swing structures work together to distribute the sway, preventing excessive load on a single device and avoiding excessive tilting or damage. When the steering wheel's sway reaches its limit, or the primary swing structure reaches its working limit, the secondary swing mechanism continues to share the load, ensuring the wheel maintains a stable ground contact and preventing the vehicle from losing balance. The two-stage swing mechanisms, as described above, have complementary characteristics in the frequency domain: the secondary swing mechanism operates at a higher frequency, suitable for rapid response to high-frequency local disturbances; the primary swing mechanism operates at a lower frequency, suitable for withstanding low-frequency, large-amplitude terrain changes. Thus, the two swing mechanisms participate in the response simultaneously rather than acting sequentially, forming a coordinated path of transient response and steady-state adjustment, ensuring rapid ground contact while avoiding the risk of excessive tilting caused by a single large-displacement mechanism.

[0043] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An adaptive two-stage swing walking mechanism, characterized in that: It is equipped with a primary swing mechanism and a secondary swing mechanism, wherein, The primary swing mechanism includes a wheel bracket with several steering wheel assemblies, a horizontally arranged fixed shaft, a fixed seat, and bearing sleeves. The two ends of the fixed shaft are connected to two fixed seats respectively. The lower end face of the wheel bracket is provided with several bearing sleeves, which are inserted into the fixed shaft to form a rotatable connection. The secondary swing mechanism includes a horizontally arranged rotating shaft, bearing seats, and a steering wheel coupling device. The shaft body is fixedly connected to the steering wheel assembly through the steering wheel coupling device. Both ends of the rotating shaft are rotatably connected to two bearing seats respectively, and the upper end of the bearing seats is connected to the wheel bracket.

2. The adaptive two-stage swing walking mechanism according to claim 1, characterized in that: In the first-stage swing mechanism, the lower end face of the frame is provided with two steering wheel assemblies distributed on the left and right, and the fixed shaft is set between the two steering wheel assemblies along the direction of travel.

3. The adaptive two-stage swing walking mechanism according to claim 1, characterized in that: In the primary swing mechanism, the inner ring of the bearing sleeve is rotatably connected to the fixed shaft through a bearing or a self-lubricating bushing, while its outer ring is fixedly connected to the wheel bracket.

4. The adaptive two-stage swing walking mechanism according to claim 1, characterized in that: In the primary swing mechanism, there is also a stop above that limits the maximum swing angle of the wheel bracket around the fixed axis.

5. The adaptive two-stage swing walking mechanism according to claim 1, characterized in that: In the secondary swing mechanism, the end of the bearing housing is circular, and the steering wheel mating device has a corresponding notch, which limits the relative rotation between the bearing housing and the steering wheel assembly.

6. The adaptive two-stage swing walking mechanism according to claim 5, characterized in that: A wear-resistant lining layer is provided between the notch and the end of the bearing housing.

7. A heavy-duty transport equipment, comprising a chassis, characterized in that: The chassis is equipped with an adaptive two-stage swing walking mechanism as described in any one of claims 1-6.

8. The heavy-duty transport equipment according to claim 7, characterized in that: It includes two sets of primary swing mechanisms, distributed at the front and rear ends of the chassis along the direction of travel of the equipment; the steering wheel assembly is equipped with secondary swing mechanisms.

9. The heavy-duty transport equipment according to claim 7 or 8, characterized in that: The connection between the fixed base and the chassis is equipped with a pad for buffering and fine-tuning the contact gap.

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