Drive steering integrated sweeper

Abstract

The utility model discloses a drive steering integrated sweeper, related to the technical field of sweeper, and the sweeper comprises a vehicle body and a drive steering assembly, the drive steering assembly comprises a support, a mounting seat, a connecting mechanism, a wheel, a drive motor and a steering motor, the mounting seat is installed at the front end of the support, the connecting mechanism is located below the mounting seat and is rotatably connected to the mounting seat, the rotating axis is vertical, the wheel is located below the mounting seat, the drive motor is installed on the mounting seat, the output shaft of the drive motor extends along the up-down direction and is in transmission connection with the wheel to drive the wheel to rotate around the horizontal axis, the steering motor is installed on the mounting seat, the output shaft of the steering motor extends along the up-down direction and is in transmission connection with the connecting mechanism to drive the connecting mechanism and the wheel to rotate around the vertical axis, and the utility model provides the technical scheme to improve the compactness of the sweeper.

Description

Technical Field

[0001] This utility model relates to the field of sweeper technology, and in particular to a sweeper with integrated drive and steering. Background Technology

[0002] With the increasing demand for automated cleaning equipment in urban sanitation and industrial workshop cleaning, the operating scenarios of sweepers and other equipment are gradually extending to confined spaces and complex road conditions, significantly increasing the requirements for structural compactness, operational stability, and space utilization. As a core actuator, the steering system's performance directly affects the equipment's operating efficiency, maneuverability, and reliability. However, traditional steering structures suffer from drawbacks such as complex structure, low integration, and large space occupation, severely limiting the efficiency and reliability of sweepers in confined spaces (such as narrow alleys and indoor corners) and complex road conditions. This fails to meet the current cleaning industry's demands for high performance, miniaturization, and high stability. Therefore, developing a highly integrated and compact drive steering structure has become crucial for addressing existing pain points and driving the technological upgrade of cleaning equipment. Utility Model Content The main purpose of this invention is to propose a sweeper with integrated drive and steering, which aims to improve the compactness of the sweeper.

[0003] To achieve the above objectives, this utility model proposes a drive-steering integrated sweeper, which includes a vehicle body and a drive-steering assembly mounted on the vehicle body. The drive-steering assembly includes a bracket, a mounting base, a connecting mechanism, wheels, a drive motor, and a steering motor. The bracket is mounted on the vehicle body; the mounting base is mounted on the front end of the bracket; the connecting mechanism is located below the mounting base and is rotatably connected to the mounting base, with the axis of rotation being vertical; the wheels are located below the mounting base and are mounted on the connecting mechanism; the drive motor is mounted on the mounting base, and the output shaft of the drive motor extends vertically and is connected to the wheel for transmission, thereby driving the wheel to rotate around a horizontal axis; the steering motor is mounted on the mounting base, and the output shaft of the steering motor extends vertically and is connected to the connecting mechanism for transmission, thereby driving the connecting mechanism and the wheels to rotate around a vertical axis.

[0004] In one embodiment, the integrated drive and steering sweeper further includes a drive gear located below the mounting base, the drive gear being mounted on the output shaft of the steering motor; the connecting mechanism includes a bearing, a driven gear, and a connecting arm, the bearing being used to connect the mounting base and the driven gear so that the driven gear is rotatably connected to the mounting base, and the driven gear meshes with the drive gear; the upper end of the connecting arm is fixedly connected to the driven gear, and the lower end of the connecting arm extends toward the wheel and is connected to the wheel.

[0005] In one embodiment, both the bearing and the driven gear are annular structures, and the output shaft of the drive motor passes through the bearing and the driven gear; the integrated drive and steering sweeper also includes a transmission assembly, the connecting arm has a hollow cavity, the transmission assembly is located in the hollow cavity, and the transmission assembly is connected to the output shaft of the drive motor and the wheel respectively.

[0006] In one embodiment, the connecting arm includes a first segment, a second segment, and a third segment connected together; the first segment is located between the wheel and the base, the second segment extends from the first segment to the third segment, and a portion of the third segment extends into the middle of the wheel to connect to the wheel.

[0007] In one embodiment, the bracket includes a mounting frame, a base, a top block, a guide rod, and an elastic element; the bracket is vertically arranged, the base is located at the lower end of the bracket, the top block is mounted on the bracket and located above the base; the two ends of the guide rod are respectively connected to the top block and the base; the mounting frame and the elastic element are both sleeved on the guide rod and located on the base; the two ends of the elastic element abut against the top block and the base, respectively.

[0008] In one embodiment, the upper surface of the mounting base has a first positioning groove and a second positioning groove, the steering motor is mounted in the first positioning groove, and the drive motor is mounted in the second positioning groove.

[0009] In one embodiment, the mounting frame includes a base frame, a top frame, a connecting frame, a crossbeam frame, and a reinforcing plate connected as one unit; the top frame, the crossbeam frame, and the base frame extend horizontally, the connecting frame extends vertically, and its two ends are respectively connected to the base frame and the top frame; the reinforcing plate is located at the front end of the base frame, and the base is mounted on the reinforcing plate.

[0010] In one embodiment, the front end of the base has an arc-shaped groove.

[0011] In one embodiment, the drive-steering integrated sweeper further includes a sensor mounted on the mounting base and a sensing element mounted on the driven gear, the sensor extending from the mounting base and facing the sensing element.

[0012] In one embodiment, the steering motor is disposed near the front end of the mounting base; and / or, a support block is further disposed between the base and the mounting base.

[0013] The technical solution of this utility model integrates the drive motor and steering motor on the same mounting base, and realizes centralized transmission of power and steering through the connecting mechanism, making the overall structure simpler. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0015] Figure 1 A partial structural schematic diagram of an embodiment of the sweeper provided by this utility model; Figure 2 A schematic diagram of the structure of an embodiment of the drive steering assembly provided by this utility model; Figure 3 A schematic diagram of the structure of another embodiment of the drive steering assembly provided by this utility model; Figure 4 An exploded structural diagram of an embodiment of the drive steering assembly provided by this utility model; Figure 5 A partial structural schematic diagram of an embodiment of the drive steering assembly provided by this utility model; Figure 6 A schematic diagram of the internal structure of an embodiment of the drive steering assembly provided by this utility model; Figure 7 This is a structural schematic diagram of the connecting arm and cover plate provided by this utility model; Figure 8 A schematic diagram of the connecting arm provided by this utility model.

[0016] Explanation of icon numbers: 1. Drive steering assembly; 10. Bracket; 11. Mounting bracket; 111. Base frame; 112. Top frame; 113. Connecting frame; 114. Crossbeam frame; 115. Reinforcing plate; 12. Base; 13. Top block; 14. Guide rod; 15. Elastic element; 20. Mounting seat; 21. Sensor; 22. Sensing element; 23. First positioning groove; 24. Second positioning groove; 30. Wheel; 40. Connecting mechanism; 41. Bearing; 42. Driven gear; 43. Connecting arm; 431, hollow cavity; 4311, first cavity; 4312, second cavity; 4313, third cavity; 432, first section; 4321, second operating port; 433, second section; 434, third section; 435, reinforcing rib; 4341, first operating port; 50, drive motor; 60, steering motor; 70, drive gear; 80, transmission assembly; 90, cover plate; 2, vehicle body; 3, main brush assembly; 4, side brush assembly; 5, waste bin.

[0017] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0019] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0020] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0021] This utility model proposes a sweeper with integrated drive and steering, which includes a vehicle body and a drive and steering assembly installed on the vehicle body.

[0022] Please see Figures 1 to 8In one embodiment of this utility model, the drive steering assembly 1 includes a bracket 10, a mounting base 20, a wheel 30, a connecting mechanism 40, a drive motor 50, and a steering motor 60. The bracket 10 is mounted on the vehicle body 2, and the mounting base 20 is located at the front end of the bracket 10. The connecting mechanism 40 is located below the mounting base 20 and is rotatably connected to the mounting base 20, with its rotation axis in the vertical direction. The wheel 30 is located below the mounting base 20 and mounted on the connecting mechanism 40, and the wheel 30 can turn along the vertical axis with the connecting mechanism 40. The drive motor 50 is mounted on the mounting base 20, and the output shaft of the drive motor 50 extends vertically and is connected to the wheel 30 for driving the wheel 30 to rotate around a horizontal axis. The steering motor 60 is mounted on the mounting base 20, and the output shaft of the steering motor 60 extends vertically and is connected to the wheel 30 for driving the wheel 30 to rotate around a horizontal axis, thereby driving the vehicle body 2 to travel.

[0023] Specifically, in this embodiment, the bracket 10 serves as the basic load-bearing frame for the entire drive steering assembly 1, and is mounted on the vehicle body 2. The mounting seat 20 is installed at the front end of the bracket 10. The mounting seat 20 is a plate-like structure and is horizontally positioned. The lower end of the mounting seat 20 is connected to the wheel 30 via a connecting mechanism 40, indirectly establishing a connection between the wheel 30 and the bracket 10. The weight of the wheel 30 and the load during driving are transferred layer by layer to the bracket 10 through the connecting mechanism 40 and the mounting seat 20, achieving stable load distribution. The mounting seat 20 is an intermediate load-bearing component of the overall structure, installed at the front end of the bracket 10 (the front end of the bracket 10 is on one side of the front end of the vehicle body 2). The connecting mechanism 40 and the wheel 30 are correspondingly mounted below the mounting seat 20, forming a longitudinal basic support structure for the mounting seat 20, the connecting mechanism 40, and the wheel 30. The connecting mechanism 40 serves as a transitional connection, connecting the mounting seat 20 and the wheel 30, providing a transmission carrier for the steering action of the wheel 30. The drive motor 50 provides driving power to the wheels 30. It is fixedly mounted on the upper side of the mounting base 20, and the output shaft of the drive motor 50 extends vertically. The drive motor 50 is connected to the wheels 30 through the vertical output shaft, transmitting power to the wheels 30 to drive them to rotate around a horizontal axis, thereby driving the vehicle body 2 to move forward or backward. The steering motor 60 provides steering power to the wheels 30. It is also mounted on the upper side of the mounting base 20 and is connected to the connecting mechanism 40. It can drive the connecting mechanism 40 and the wheels 30 connected to it to rotate around a vertical axis, thereby realizing the steering adjustment of the equipment (such as left turn, right turn).

[0024] Both the drive motor 50 and the steering motor 60 are integrated on the mounting base 20, forming a centralized power transmission path of motor-mounting base 20-connecting mechanism 40-wheel 30. The power of the drive motor 50 is directly transmitted to the wheel 30, driving the wheel 30 to rotate around the horizontal axis (driving power); the power of the steering motor 60 is first transmitted to the connecting mechanism 40, and then the connecting mechanism 40 drives the wheel 30 to rotate around the vertical axis (steering power). The two transmission paths are independent and do not interfere with each other, which can realize synchronous or independent control of driving and steering actions.

[0025] The connecting mechanism 40 simultaneously undertakes the dual functions of connection support and steering transmission: on the one hand, it serves as the connecting carrier between the mounting base 20 and the wheel 30, ensuring the stable assembly of the wheel 30; on the other hand, it serves as the power transmission medium of the steering motor 60, converting steering power into steering action of the wheel 30, thus realizing the integration of connection and transmission functions.

[0026] Traditional sweepers use a separate design for their drive and steering mechanisms, requiring independent mounting frames and transmission components. This assembly, however, integrates the drive motor 50 and steering motor 60 onto a single mounting base 20, achieving centralized power and steering transmission through a connecting mechanism 40. This significantly reduces the number of components (e.g., eliminating two separate mounting frames and some transmission connection structures), resulting in a simpler overall structure. Furthermore, the centralized layout of components around the mounting base 20 avoids the spatial dispersion issues of separate designs, significantly improving integration and better meeting the compact layout requirements of sweepers and other cleaning equipment. The design of the drive motor 50 driving the wheels 30 and the steering motor 60 driving the wheels 30 through the connecting mechanism 40 shortens the power transmission path, resulting in faster driving power response and more precise steering. Moreover, independent control of driving and steering power allows for simultaneous driving and steering, greatly improving the equipment's maneuverability in confined spaces (such as narrow alleys and indoor corners) and effectively increasing operational efficiency. The centralized layout makes the assembly relationship of each component clearer, reduces complex pipeline and wiring layouts (such as pipelines in traditional hydraulic steering and distributed wiring in split designs), reduces structural failure points, and significantly improves the overall reliability of the structure. Moreover, each core component (drive motor 50 and steering motor 60) is arranged around the mounting base 20, so there is no need to disassemble a large number of related structures during maintenance. The target component can be directly inspected and repaired, shortening maintenance time and reducing later maintenance costs.

[0027] Furthermore, the upper surface of the mounting base 20 has a first positioning groove 23 and a second positioning groove 24, the steering motor 60 is mounted in the first positioning groove 23, and the drive motor 50 is mounted in the second mounting groove.

[0028] Specifically, the first positioning groove 23 (dedicated to the steering motor 60) is formed on the upper surface of the mounting base 20 (adapted to the outer layout of the steering motor 60). The shape of the groove precisely matches the bottom contour of the steering motor 60 (in a rectangular or irregular shape), ensuring accurate motor positioning. Bolt mounting holes are pre-drilled at the bottom of the groove, corresponding one-to-one with the fixing holes of the steering motor 60 base 12. The motor is rigidly fixed by tightening the bolts. The second positioning groove 24 (dedicated to the drive motor 50) is formed on the upper surface of the mounting base 20, with its shape and depth adapted to the bottom contour of the drive motor 50. Both positioning grooves are integrally formed structures of the mounting base 20, without compromising the overall rigidity of the mounting base 20. The groove areas avoid the contact areas between the bottom of the mounting base 20 and the support block and elastic element 15, thus not affecting the load-bearing capacity of the mounting base 20. The design of the first positioning groove 23 and the second positioning groove 24 improves the efficiency of motor installation, disassembly, and replacement. Operators do not need to precisely align the mounting holes; they can directly insert the groove for initial positioning and then tighten it with bolts, significantly improving maintenance efficiency.

[0029] Furthermore, the sweeper also includes a drive gear 70 located below the mounting base 20, which is mounted on the output shaft of the steering motor 60; the connecting mechanism 40 includes a bearing 41, a driven gear 42, and a connecting arm 43. The bearing 41 is used to connect the mounting base 20 and the driven gear 42 so that the driven gear 42 is rotatably connected to the mounting base 20 and meshes with the drive gear 70; the upper end of the connecting arm 43 is fixedly connected to the driven gear 42, and the lower end of the connecting arm 43 extends toward the wheel 30 and is connected to the wheel 30.

[0030] Specifically, in this embodiment, the driving gear 70, driven gear 42, and bearing 41 are all located in the same spatial area below the mounting base 20. The driving gear 70 and driven gear 42 are horizontally meshed, and the bearing 41 is coaxially arranged at the center of the driven gear 42. The connecting arm 43 extends from the lower surface of the driven gear 42 to the wheel 30, forming a compact spatial layout below the mounting base 20 and extending longitudinally to the wheel 30, without lateral interference. The driving gear 70 is coaxially arranged with the vertical output shaft of the steering motor 60, and the driven gear 42 is coaxial with the drive motor 50 (the rotation axis is vertical). The lower end of the connecting arm 43 is connected to the wheel axle of the wheel 30. After the steering motor 60 is started, its output shaft drives the driving gear 70 to rotate. The driving gear 70 drives the driven gear 42 to rotate around the bearing 41 (vertical axis) through tooth surface meshing. The gear meshing transmission has no slippage or loss of rotation, and the transmission ratio is fixed, realizing the precise transmission of steering power. When the driven gear 42 rotates, it maintains relative rotation with the mounting base 20 through the upper bearing 41. The low-friction characteristics of the bearing 41 reduce rotational resistance. The bearing 41 simultaneously serves as a rotational support and load-bearing function, providing a rotatable connection for the driven gear 42 to ensure its flexible rotation around the vertical axis, and transmitting the longitudinal load of the driven gear 42, connecting arm 43, and wheel 30 to the mounting base 20, and then to the vehicle body 2 via the bracket 10. The upper end of the connecting arm 43 is rigidly fixed to the lower surface of the driven gear 42, and the lower end of the connecting arm 43 is fixed to the wheel 30, forming a coordinated motion where the driven gear 42 drives the connecting arm 43 to rotate synchronously, and the connecting arm 43 drives the wheel 30 to turn synchronously. The rigid structure of the connecting arm 43 ensures lossless transmission of steering power. The gear transmission and connecting arm 43 structure of the steering system are completely independent of the power path of the drive motor 50 driving the wheel 30. They can operate synchronously (steering while driving) or independently (steering while stationary) without interfering with each other, maintaining the flexibility of coordinated motion.

[0031] Furthermore, both the bearing 41 and the driven gear 42 are annular structures, and the output shaft of the drive motor 50 passes through the bearing 41 and the driven gear 42; the sweeper also includes a transmission assembly 80, the connecting arm 43 has a hollow cavity 431 inside, the transmission assembly 80 is located in the hollow cavity 431, and the transmission assembly 80 is connected to the output shaft of the drive motor 50 and the wheel 30 respectively.

[0032] Specifically, in this embodiment, the connecting arm 43 has a hollow cavity 431 inside, which extends from the upper end of the connecting arm 43 toward the axle side of the wheel 30. The thickness of the connecting arm 43 needs to ensure structural rigidity. The bearing 41 is annular in shape, with a through hole in its center for the shaft of the drive motor 50 to pass through. The driven gear 42 maintains the meshing gear characteristics adapted to the driving gear 70, and adopts an annular structure with a through hole in its center. It is coaxially arranged with the bearing 41, so that the output shaft of the drive motor 50 can pass through the bearing 41 first, then through the driven gear 42, and extend into the hollow cavity 431 of the connecting arm 43. The transmission assembly 80 can adopt a compact mechanical transmission structure (such as multiple gear sets, drive shafts, or reducers), with an overall size adapted to the hollow cavity 431 of the connecting arm 43. It has the functions of power reduction and torque transmission, and can convert the vertical power of the drive motor 50 into the horizontal rotational power of the wheel 30. The input end of the transmission assembly 80 is connected to the output shaft of the drive motor 50, and the output end of the transmission assembly 80 is connected to the axle of the wheel 30, resulting in high transmission efficiency and no significant power loss. The drive steering assembly 1 forms a nested integrated layout. The output shaft of the drive motor 50 passes vertically through the annular bearing 41, then through the annular driven gear 42, and extends to the hollow cavity 431 of the connecting arm 43, where it connects with the transmission assembly 80. The driving gear 70 meshes horizontally with the annular driven gear 42. The inner ring of the bearing 41 is fixed to the protruding post of the driven gear 42, and the outer ring is connected to the lower surface of the mounting base 20. The transmission assembly 80 is built into the hollow cavity 431 of the connecting arm 43, realizing the closed transmission of driving power. The overall structure has no exposed transmission components, further improving compactness.

[0033] In this embodiment, the coaxial nesting of the annular bearing 41, the annular driven gear 42, and the output shaft of the drive motor 50 avoids lateral space occupation. The transmission assembly 80 has a built-in hollow cavity 431 in the dry connecting arm 43, eliminating the space requirement for exposed transmission components. This simplifies both the longitudinal and lateral dimensions of the drive steering assembly 1, resulting in a more compact overall structure and further improving the utilization rate of the interior space of the vehicle body 2. This makes it suitable for smaller operating environments (such as narrow alleys or small sweepers that can be accommodated in elevator cars). The built-in hollow cavity 431 in the dry connecting arm 43 of the transmission assembly 80 forms a closed transmission environment, avoiding the problem of traditional exposed transmission components being susceptible to external factors such as dust, sewage, and collisions with obstacles. This reduces transmission failures and improves the stability and service life of the drive system, making it particularly suitable for complex outdoor road conditions or dusty and cluttered workshop operating scenarios.

[0034] Furthermore, the connecting arm 43 includes a first segment 432, a second segment 433, and a third segment 434 connected to each other; the first segment 432 is located between the wheel 30 and the mounting seat 20, the second segment 433 extends from the first segment 432 to the third segment 434, the third segment 434 extends along the axial direction of the wheel 30, and one end of the third segment 434 is connected to the wheel 30.

[0035] In this embodiment, the connecting arm 43 maintains a rigid structure and an internal hollow cavity 431 design. It is integrally formed from three sections: a first section 432, a second section 433, and a third section 434 (e.g., through casting). These three sections work together to form a U-shaped structure. The connecting arm 43 is made of high-strength metal to ensure overall rigidity and load-bearing capacity. The hollow cavity 431 runs through the three sections, providing a continuous mounting channel for the transmission assembly 80. The first section 432 is a block or plate-like structure, horizontally positioned between the wheel 30 and the mounting base 20. The upper end of the first section 432 is rigidly fixed to the lower surface of the annular driven gear 42 (by bolts or welding), while the lower end smoothly connects to the second section 433. Its horizontal dimensions are adapted to the space below the mounting base 20, ensuring no interference with the mounting base 20 or the wheel 30, while providing stable support for the second section 433. The second segment 433 has a vertical, inclined, or bent structure, extending from the first segment 432 downwards to the third segment 434. One end of the second segment 433 connects with the first segment 432, and the other end smoothly transitions to the third segment 434, ensuring that the third segment 434 can accurately connect with the middle of the wheel 30. The hollow cavity 431 of the second segment 433 is connected to the hollow cavities 431 of the first segment 432 and the third segment 434, ensuring the continuous arrangement of the transmission assembly 80. The third segment 434 has an annular sleeve structure and extends along the axial direction of the wheel 30. One end of the third segment 434 is fixedly connected to the second segment 433, and the other end extends into the mounting groove or axle hole in the middle of the wheel 30. Its outer diameter is precisely matched with the mounting position in the middle of the wheel 30. It is rigidly connected to the wheel 30 by bolts, splines, or bearings 41, realizing the fixation of the connecting arm 43 and the wheel 30 and the transmission of power. The hollow cavity 431 of the third segment 434 is aligned with the wheel axle of the wheel 30, ensuring that the output end of the transmission component 80 is effectively connected to the wheel axle of the wheel 30. In this embodiment, by setting the connecting arm 43 as a segmented structure, the downward extension design of the second segment 433 can flexibly adapt to the spatial layout of different sized wheels 30 and mounting seats 20. By adjusting the length and angle of the second segment 433 (which can be precisely controlled during casting), it can adapt to the mounting position of the wheels 30 of various models of sweepers without changing the core structure of the drive steering assembly 1, thus improving the versatility and adaptability of the product. The horizontal arrangement of the first segment 432 makes full use of the space below the mounting base 20, while the embedded connection of the third segment 434 reduces the space occupied by the connecting arm 43 on the outside of the wheel 30, further optimizing the overall spatial layout. The segmented structure can precisely avoid obstacles such as the mounting base 20, the drive gear 70, and the outside of the wheel 30. Compared with the one-piece straight rod connecting arm 43, it can plan the installation path more flexibly. Especially in space-constrained scenarios such as small sweepers, the shape and size of the three segments can be precisely controlled through the casting process to achieve a compact arrangement of the connecting arm 43, avoid interference with other components, and improve the spatial compatibility of the overall structure.

[0036] Furthermore, the connecting mechanism 40 also includes a cover plate 90, and the end of the third segment 434 away from the wheel 30 has a first operating port 4341, and the cover plate 90 covers the first operating port 4341.

[0037] Specifically, in this embodiment, the first operating port 4341 is located at the end of the third segment 434 furthest from the wheel 30. The first operating port 4341 is circular or elliptical, ensuring that the transmission assembly 80 can be inserted into or removed from the hollow cavity 431 through this operating port. The cover plate 90 adopts a high-strength metal plate structure with the same material as the connecting arm 43. Its size is precisely matched with the first operating port 4341 of the third segment 434. It can be detached and fixed by means of bolt connection or other methods, and has a certain rigidity and sealing performance, and can completely cover the first operating port 4341. This embodiment provides a first operating port 4341 on the third segment 434 to facilitate the installation of the transmission assembly 80 from the first operating port 4341 into the hollow cavity 431.

[0038] Furthermore, the first segment 432 has a second operating port 4321 on the side facing the driven gear 42; the hollow cavity 431 includes a first cavity 4311, a second cavity 4312 and a third cavity 4313 that are connected, the first cavity 4311 is provided corresponding to the second operating port 4321, and the third cavity 4313 is provided corresponding to the first operating port 4341; the second cavity 4312 is vertically arranged and is used to connect the first cavity 4311 and the second cavity 4312.

[0039] Specifically, in this embodiment, a second operating port 4321 is opened on the side of the first segment 432 facing the driven gear 42 (i.e., the end face that is in contact with the driven gear 42). The port diameter is suitable for the insertion of a hand or maintenance tool, and the edges are smooth and burr-free. The second operating port 4321 communicates with the interior of the hollow cavity 431, forming an installation and maintenance channel close to the power input end.

[0040] The hollow cavity 431 runs through the first segment 432, the second segment 433, and the third segment 434, and is divided into three interconnected cavities: the first cavity 4311, the second cavity 4312, and the third cavity 4313, ensuring that the installation and operation of the transmission component 80 are unimpeded. The cavity structure matches the spatial layout of the three-segment connecting arm 43 without changing the overall rigidity of the connecting arm 43. The first cavity 4311 is located inside the first segment 432, corresponding to the second operating port 4321 of the first segment 432. The cavity space is adapted to the diameter of the second operating port 4321, ensuring that the input end of the transmission component 80 (near the output shaft end of the drive motor 50) can be directly contacted through the second operating port 4321. Furthermore, the first cavity 4311 is connected to the second cavity 4312 of the second segment 433 without affecting the through-flow arrangement of the transmission component 80. The second cavity 4312 is vertically positioned in the second segment 433, serving as the core connecting segment of the hollow cavity 431. The upper end of the second cavity 4312 smoothly transitions to the first cavity 4311 of the first segment 432, while the lower end seamlessly connects to the third cavity 4313 of the third segment 434, forming a continuous channel of the first cavity 4311, the second cavity 4312, and the third cavity 4313. The vertical orientation of the second cavity 4312 adapts to the power transmission path of the transmission assembly 80 (such as a vertical-to-horizontal steering transition), ensuring smooth power transmission. The third cavity 4313 is set in relation to the first operating port 4341 of the third segment 434. It is completely located within the annular sleeve structure of the third segment 434. The size of the cavity matches the hollow area of ​​the third segment 434. One end of the third cavity 4313 is connected to the second cavity 4312, and the other end is connected to the outside through the first operating port 4341 (the end of the third segment 434 away from the wheel 30). This ensures that the transmission assembly 80 can be installed from the first operating port 4341 and extend to the second cavity 4312 and the first cavity 4311.

[0041] In this implementation scheme, for transmission components 80 that are long and complex in structure (such as components containing multi-stage gear sets or integrated reducers), the size and weight of individual components are reduced after segmentation. They can be installed separately through dual operating ports, eliminating the need for multiple people and allowing for assembly by a single person. This is particularly suitable for scenarios where the hollow cavity 431 in the connecting arm 43 is long and the overall installation is difficult, thus improving installation efficiency. The dual operating ports support both segmented installation and segmented disassembly and maintenance of the transmission component 80. When only the input end component needs maintenance, the upper segment is disassembled through the second operating port 4321; when only the output end component needs maintenance, the lower segment is disassembled through the first operating port 4341, eliminating the need to remove the entire transmission component 80, further reducing maintenance costs and operational difficulty.

[0042] Furthermore, the end of the third segment 434 away from the wheel 30 is an inclined plane, and the second operating port 4321 is located on the inclined plane. The angle between the inclined plane and the vertical plane is α, 20°≦α≦40°.

[0043] Specifically, in this embodiment, the area of ​​the first operating port 4341 is optimized. The end of the third segment 434 furthest from the wheel 30 is a sloping surface of 20°≦α≦40° (preferably 30°). Compared to the vertical end face, the inclined structure of the sloping surface significantly increases the actual opening area of ​​the first operating port 4341. With the outer diameter of the third segment 434 remaining unchanged, the area of ​​the sloping opening is larger than that of the vertical end face, and the opening edge naturally extends along the sloping surface, forming a larger operating channel. The enlarged first operating port 4341 not only satisfies the overall loading and unloading of the segmented transmission assembly 80 (lower segment: adapted to the lower part of the second cavity 4312 and the third cavity 4313), but also allows for simultaneous insertion of the operator's hands and maintenance tools. Furthermore, it allows for direct cleaning and troubleshooting of the lower part of the second cavity 4312 and the third cavity 4313 through the operating port. The area magnification effect of the included angle α: Within the angle range of 20°≦α≦40°, the tilt angle formed by the inclined plane and the third segment 434 axis increases the extension length of the opening edge, thereby expanding the actual operating area. If the angle is too small (α<20°), the inclined plane is too gentle, and the area expansion effect is limited; if the angle is too large (α>40°), the opening is too steep, and although the area increases, the operating space is easily interfered with by surrounding components. 20°-40° is the optimal angle range for both area and space.

[0044] Furthermore, the connecting arm 43 also includes a plurality of reinforcing ribs 435 extending from the first segment 432 to the second segment 433.

[0045] Specifically, in this embodiment, multiple reinforcing ribs 435 extend from the first section 432 to the second section 433, integrally formed with the first section 432 and the second section 433 of the connecting arm 43 (simultaneously processed through casting), and the material is the same as that of the main body of the connecting arm 43 (high-strength metal). The reinforcing ribs 435 enable the connecting arm 43 to form a composite structure of main body sidewall + multi-rib plate, resulting in more uniform overall rigidity. During steering, the deformation of the connecting arm 43 is controlled within a very small range, ensuring stable meshing clearance between the driven gear 42 and the driving gear 70, and that the coaxiality of the transmission component 80 is not affected. This reduces gear wear and transmission noise, and extends the service life of the steering and drive systems.

[0046] Furthermore, the bracket 10 includes a mounting frame 11, a base 12, a top block 13, a guide rod 14, and an elastic element 15; the bracket 10 is vertically arranged, the base 12 is located at the lower end of the bracket 10, the top block 13 is installed on the bracket 10 and is located above the base 12; the two ends of the guide rod 14 are respectively connected to the top block 13 and the base 12; the mounting seat 20 is sleeved on the guide rod 14 and is located on the base 12; the elastic element 15 is sleeved on the guide rod 14, and the two ends of the elastic element 15 abut against the top block 13 and the base 12 respectively.

[0047] Specifically, in this embodiment, the mounting bracket 11 has an overall vertical frame structure, made of high-strength metal, and is used to fix it to the front end of the vehicle body 2. The base 12 has a block or plate-like structure, is horizontally arranged at the lower end of the bracket 10, and is rigidly fixed to the lower end of the mounting bracket 11. Its upper surface is a flat support surface, used to support the mounting seat 20, and has reserved mounting holes for the guide rod 14 to ensure that the guide rod 14 is vertically fixed, while providing a bottom support surface for the elastic element 15. The top block 13 has a block-like structure, is installed in the upper area of ​​the mounting bracket 11, located directly above the base 12, and is rigidly fixed to the mounting bracket 11 (by bolts or welding). Its lower surface is flat, and has reserved mounting holes for the guide rod 14, which are coaxially aligned with the mounting holes of the base 12, providing a top limiting surface for the elastic element 15. The guide rod 14 is a cylindrical rigid rod made of high-strength, wear-resistant material. It is arranged vertically, with both ends inserted into the mounting holes of the top block 13 and the base 12, respectively, and rigidly fixed, forming a vertical guide frame of top block 13 – guide rod 14 – base 12. The surface of the guide rod 14 is smooth, adapting to the sliding fit of the mounting base 20. The elastic element 15 is a cylindrical helical spring, fitted onto each guide rod 14, with both ends tightly abutting against the lower surface of the top block 13 and the upper surface of the base 12. In its natural state, it is pre-compressed, possessing a certain elastic deformation capacity, capable of absorbing vibration and impact loads without affecting the vertical guiding function of the guide rod 14. The mounting base 20 has guide holes matching the number of guide rods 14, with a hole diameter slightly larger than the outer diameter of the guide rod 14. It is fitted onto the guide rod 14 and placed horizontally on the upper surface of the base 12, allowing slight sliding along the vertical direction of the guide rod 14, forming a sliding fit with the guide rod 14. Simultaneously, the pre-compression force of the elastic element 15 maintains the initial position stability.

[0048] In this embodiment, the vertical guiding design of the guide rod 14 restricts the horizontal movement and rotation of the mounting base 20, ensuring the overall positioning accuracy of the drive steering assembly 1 and preventing horizontal offset of the mounting base 20 when the sweeper turns. This ensures uniform meshing clearance between the drive gear 70 and the driven gear 42, reduces gear wear and transmission noise, and improves steering accuracy. Simultaneously, the guide rod 14 ensures stable coaxiality between the output shaft of the drive motor 50 and the transmission assembly 80, preventing eccentric vibration during power transmission and improving drive efficiency. The shock-absorbing design of the elastic element 15 solves the problem of poor stability and comfort caused by the lack of shock absorption design in traditional steering systems. The shock-absorbing design makes the sweeper drive more smoothly, reducing body sway caused by vibration. When the sweeper travels on rough roads or during operation, it generates impact vibrations. The mounting base 20 can slide slightly up and down along the vertical direction of the guide rod 14, squeezing or stretching the elastic element 15. The elastic element 15 absorbs vibration energy through its own deformation, reducing the transmission of vibration to the mounting base 20 and the drive steering assembly 1. At the same time, the pre-compression force of the elastic element 15 can quickly reset the mounting base 20 to its initial position, maintaining structural stability.

[0049] Furthermore, the front end of the base 12 has an arc-shaped groove; and / or, the sweeper also includes a sensor 21 mounted on the mounting base 20 and a sensing element 22 mounted on the driven gear 42, the sensor 21 extending from the mounting base 20 and facing the sensing element 22.

[0050] Specifically, in this embodiment, an arc-shaped groove is formed at the front end of the base 12 (on the side facing the direction of travel of the wheel 30). The groove has an inwardly concave arc design, and the radius of the arc matches the rotation trajectory of the driven gear 42 and the connecting arm 43. The depth of the groove is 1 / 3 to 1 / 2 of the thickness of the base 12, and the width covers the rotation range of the driven gear 42 and the connecting arm 43, forming sufficient rotation clearance space. The edge of the groove is rounded, without sharp edges, to avoid scratching the rotating connecting arm 43 or driven gear 42. The arc-shaped groove does not damage the support function of the base 12. The flat support surface on the upper surface of the base 12 and the mounting hole of the guide rod 14 are not affected, and the mounting seat 20 can still be placed stably on the base 12. The groove is only formed at the front end of the base 12 corresponding to the rotation area of ​​the driven gear 42 and the connecting arm 43, and does not extend to the mounting area of ​​the guide rod 14 and the core bearing area of ​​the base 12, ensuring the connection rigidity of the base 12 and the guide rod 14 and the overall bearing capacity. Sensor 21 employs a Hall effect sensor, photoelectric sensor, or magnetoelectric sensor, providing high-precision position detection. It is detachably mounted to the side of mounting base 20 via bracket 10 or bolts. The detection end of sensor 21 is perpendicular to the end face of driven gear 42 and extends towards driven gear 42. The sensing element 22 is a magnetic sheet, reflective sheet, or metal sensing block. The installation position of sensing element 22 is aligned with the detection end of sensor 21, ensuring stable signal capture when sensor 21 rotates. Sensing element 22 is thin and does not protrude from the meshing area of ​​driven gear 42, thus not affecting the meshing of drive gear 70 and driven gear 42. The cooperation of a single sensing element 22 and sensor 21 provides a unique reference positioning for the initial position of wheel 30, ensuring that wheel 30 accurately returns to a straight-line driving state after each start-up or reset. This avoids sweeper deviation caused by initial posture offset, ensuring the straightness and consistency of the cleaning path and reducing cleaning omissions.

[0051] Furthermore, the steering motor 60 is positioned near the front end of the mounting base 20; and / or, a support block is also provided between the base 12 and the mounting base 20.

[0052] Specifically, in this embodiment, the steering motor 60 is a miniaturized, high-torque DC motor, which is detachably mounted on the front end of the mounting base 20 (near the side of the wheel 30 traveling in the direction of travel) via the motor bracket 10. Its design aims to bring the motor closer to the outside of the sweeper. The external layout of the steering motor 60 provides ample maintenance space around it, with no other components obstructing the view. Operators can directly access the motor, motor bracket 10, and connecting components from the outside of the sweeper without disassembling the two side covers or internal structures of the vehicle body, enabling rapid maintenance. The support block is a block structure made of high-strength, wear-resistant plastic or metal. The inner diameter of the support block matches the outer diameter of the guide rod 14. The support block is located above the base 12 and below the mounting base 20, forming a three-layer arrangement of the mounting base 20, support block, and base 12 from top to bottom. The support block height is designed to be replaceable (providing various specifications such as 5mm, 8mm, and 10mm) to accommodate the needs of elastic elements 15 with different compression amounts and stiffnesses. The support block, with its multi-specification height design, can flexibly match elastic elements 15 of different stiffnesses (such as soft, medium, and hard springs) and free lengths. When replacing the elastic element 15 to adapt to different working scenarios (such as smooth indoor roads and rugged outdoor roads), simply replace it with a support block of the same specification to ensure that the distance between the mounting base 20 and the base 12 matches the new elastic element 15, keeping the elastic element 15 in its optimal working state. In its natural state, the support block does not compress the elastic element 15 and does not affect its shock absorption and buffering function. When encountering severe impact, the elastic element 15 absorbs most of the impact energy, and the support block disperses the remaining load through contact with the mounting base 20, forming a dual protection of elastic buffering and rigid limiting, which ensures both shock absorption and avoids structural damage.

[0053] In some embodiments, a damper is provided on the base 12; and / or, a damper is provided on the top block 13.

[0054] Specifically, if the damper is set on the base 12 / top block 13, it is parallel and coaxial with the elastic element 15 (along the axial direction of the guide rod 14). Both are located in the space between the top block 13 and the base 12, and are evenly distributed around the guide rod 14 (e.g., 2 to 4 dampers are set and arranged at intervals with the elastic element 15). The movable end of the damper is in contact or connected with the surface (upper or lower surface) of the mounting base 20, ensuring that the up and down floating of the mounting base 20 can directly drive the extension and contraction of the damper, so as to realize the real-time action of the damping force. The fixed end of the damper is rigidly connected to the base 12 / top block 13, and the movable end is elastically or flexibly connected to the mounting base 20 (e.g., through a buffer pad to avoid rigid collision). When the mounting base 20 moves upward under impact, the damper of the base 12 is compressed (the movable end contracts upward) and the damper of the top block 13 is stretched (the movable end extends downward). When the mounting base 20 returns to its original position and moves downward, the damper of the base 12 is stretched and the damper of the top block 13 is compressed, forming a damping force transmission path from the mounting base 20 to the damper to the bracket 10.

[0055] The elastic force provided by the elastic element 15 and the damping force provided by the damper are always in opposite directions (the elastic element 15 pushes the mounting base 20 to reset, and the damper prevents the mounting base 20 from moving quickly). The two form a buffer-energy dissipation synergy effect—the elastic element 15 avoids the direct transmission of impact force, and the damper avoids the elastic element 15 from vibrating repeatedly, thus jointly achieving the integration of vibration absorption and attenuation.

[0056] The energy dissipation function of the damper can effectively suppress resonance: If the shock absorption structure only contains the elastic element 15, the energy absorbed by the elastic element 15 will be repeatedly converted into vibration, causing the mounting seat 20 to continuously bounce up and down (resonance). However, by dissipating energy, the damper can make the vibration amplitude decay rapidly within 1-2 cycles, avoiding the equipment being in a bumpy state for a long time and significantly improving driving stability. Especially in complex road conditions (such as continuous uneven road surfaces), it can reduce the vibration frequency of the drive motor 50 and steering motor 60, avoiding component wear caused by high-frequency vibration of the motor and extending the service life of the motor. The damper can also optimize the vibration response speed: When the equipment suddenly encounters an obstacle (such as a protruding stone), the elastic element 15 quickly absorbs the impact force, and the damper generates resistance simultaneously, preventing the mounting seat 20 from lifting violently in an instant; when the obstacle disappears, the damper prevents the mounting seat 20 from falling quickly, avoiding the "secondary impact" of the wheel 30 on the ground, further improving riding comfort, while ensuring stable contact between the brush head and the ground, and avoiding fluctuations in cleaning effect due to violent vibration.

[0057] Furthermore, the mounting frame 11 includes a base frame 111, a top frame 112, a connecting frame 113, a crossbeam frame 114, and a reinforcing plate 115 connected as one unit; the top frame 112, the crossbeam frame 114, and the base frame 111 extend horizontally, the connecting frame 113 extends vertically, and its two ends are respectively connected to the base frame 111 and the top frame 112; the reinforcing plate 115 is located at the front end of the base frame 111, and the base 12 is mounted on the reinforcing plate 115.

[0058] Specifically, in this embodiment, the base frame 111 has a frame structure, is made of high-strength metal (the same material as the main body of the connecting arm 43), and extends horizontally to provide a bottom bearing foundation for the mounting frame 11. The front end of the base frame 111 is used to install the reinforcing plate 115, and the middle part is rigidly connected to the connecting frame 113. The top frame 112 is made of U-shaped steel, has a horizontal frame structure, is parallel to the base frame 111 and arranged vertically, and extends horizontally in the same direction as the base frame 111. The opening of the U-shaped steel faces inward, combining lightweight and high bending strength. The two ends of the top frame 112 are fixed to the top of the connecting frame 113, and the middle part can reserve installation positions for other auxiliary components, providing top limit and support for the mounting frame 11. The connecting frame 113 is made of U-shaped steel, has a vertical rod structure, has two rods, extends vertically, and has two ends rigidly connected (welded or bolted) to the base frame 111 and the top frame 112 respectively. The opening of the U-shaped steel faces inward to meet the requirements of lateral load bearing. The crossbeam 114 is made of square steel and has a horizontal rod-like structure. It extends horizontally and is fixed at both ends to the lower area of ​​the connecting frames 113 on both sides, and is arranged parallel to the base frame 111 and the top frame 112. The square steel has excellent lateral torsional and bending resistance, which can enhance the lateral stability between the connecting frames 113. The reinforcing plate 115 has a thick plate structure and is made of high-strength wear-resistant metal material. Its thickness is 1.5-2 times that of the base frame 111. It is used to provide a dedicated mounting base for the base 12 and is fixed to the front end of the base frame 111 (on the side facing the direction of travel of the wheel 30) and welded to the base frame 111 as a whole. The upper surface of the reinforcing plate 115 is flat and precisely reserved with mounting holes for the base 12. It is perfectly adapted to the lower surface of the base 12 to ensure that the base 12 is stably installed.

[0059] The reinforcing plate 115 serves as a dedicated mounting carrier for the front end of the base frame 111. Its flat surface and precise hole design prevent the base 12 from tilting due to uneven mounting surfaces, ensuring the verticality and coaxiality of the bracket 10 (guide rod 14, top block 13, etc.), thereby guaranteeing the overall installation accuracy of the drive steering assembly 1. The cross-sectional structure of the U-shaped steel top frame 112 and connecting frame 113, combined with the lateral reinforcement of the square steel crossbeam frame 114, enhances the torsional and bending strength of the integrated frame, effectively bearing the weight of the drive steering assembly 1 and the impact load under complex road conditions, preventing the base 12 from shifting due to deformation of the mounting frame 11. The combination of U-shaped steel and square steel makes the frame more rigid and lighter, achieving a balance between lightweight and high rigidity. The thickened design of the reinforcing plate 115 not only provides a stable mounting foundation for the base 12 but also significantly improves the local load-bearing strength of the front end of the base frame 111, preventing cracking or deformation of the front end of the base frame 111 due to long-term stress.

[0060] In this embodiment, the sweeper also includes a main brush assembly 3 and two side brush assemblies 4. The two side brush assemblies 4 are located on both sides of the wheel 30, and the main brush assembly 3 is located behind the side brush assemblies 4. A garbage storage bin is also provided at the rear end of the main brush assembly 3. The side brush assembly 4 and the main brush assembly 3 form a sweeping collaboration of gathering and collecting: the side brush assembly 4 gathers garbage and dust from both sides of the vehicle body towards the center of the vehicle body by rotating, and the main brush assembly 3 rotates synchronously to collect the garbage gathered by the side brush assembly 4 and the garbage directly under the vehicle body into the garbage bin 5 of the sweeper, realizing an integrated sweeping process of side sweeping - central collection - centralized storage. A single drive steering assembly 1 is set, which is located at the center of the front end of the vehicle body 2. A rear wheel is set on each side of the rear end of the vehicle body 2 in the width direction to reduce the turning radius. It should be noted that multiple drive steering assemblies 1 can also be set, and placed in a reasonable layout at the front end and / or rear end of the vehicle body 2 to reduce the turning radius of the sweeper.

[0061] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model.

Claims

1. A sweeper with integrated drive and steering, characterized in that, Includes a vehicle body and a drive steering assembly mounted on the vehicle body, the drive steering assembly including: The bracket is installed on the vehicle body; Mounting base, installed at the front end of the bracket; A connecting mechanism is located below the mounting base and is rotatably connected to the mounting base, with the axis of rotation being vertical. The wheel is located below the mounting base and is mounted on the connecting mechanism; A drive motor is mounted on the mounting base, and the output shaft of the drive motor extends in the vertical direction and is connected to the wheel for driving the wheel to rotate around a horizontal axis. A steering motor is mounted on the mounting base. The output shaft of the steering motor extends vertically and is connected to the connecting mechanism for transmission, thereby driving the connecting mechanism and the wheel to rotate around a vertical axis.

2. The integrated drive and steering sweeper as described in claim 1, characterized in that, The integrated drive and steering sweeper also includes a drive gear located below the mounting base, the drive gear being mounted on the output shaft of the steering motor; the connecting mechanism includes a bearing, a driven gear, and a connecting arm, the bearing being used to connect the mounting base and the driven gear so that the driven gear is rotatably connected to the mounting base, and the driven gear meshes with the drive gear; the upper end of the connecting arm is fixedly connected to the driven gear, and the lower end of the connecting arm extends toward the wheel and is connected to the wheel.

3. The integrated drive and steering sweeper as described in claim 2, characterized in that, Both the bearing and the driven gear are annular structures, and the output shaft of the drive motor passes through the bearing and the driven gear. The integrated drive and steering sweeper also includes a transmission assembly. The connecting arm has a hollow cavity inside, and the transmission assembly is located in the hollow cavity. The transmission assembly is connected to the output shaft of the drive motor and the wheel respectively.

4. The integrated drive and steering sweeper as described in claim 3, characterized in that, The connecting arm includes a first section, a second section, and a third section connected together; the first section is located between the wheel and the mounting base, the second section extends from the first section to the third section, and a portion of the third section extends into the middle of the wheel to connect to the wheel.

5. The integrated drive and steering sweeper as described in claim 3, characterized in that, The bracket includes a mounting frame, a base, a top block, a guide rod, and an elastic element; the bracket is vertically arranged, the base is located at the lower end of the bracket, the top block is mounted on the bracket and located above the base; the two ends of the guide rod are respectively connected to the top block and the base; the mounting frame and the elastic element are both sleeved on the guide rod and located on the base; the two ends of the elastic element abut against the top block and the base respectively.

6. The integrated drive and steering sweeper as described in claim 1, characterized in that, The upper surface of the mounting base has a first positioning groove and a second positioning groove. The steering motor is mounted in the first positioning groove, and the drive motor is mounted in the second positioning groove.

7. The integrated drive and steering sweeper as described in claim 5, characterized in that, The mounting frame includes a base frame, a top frame, a connecting frame, a crossbeam frame, and a reinforcing plate connected as one unit; the top frame, the crossbeam frame, and the base frame extend horizontally, the connecting frame extends vertically, and its two ends are respectively connected to the base frame and the top frame; the reinforcing plate is located at the front end of the base frame, and the base is mounted on the reinforcing plate.

8. The integrated drive and steering sweeper as described in claim 5, characterized in that, The front end of the base has an arc-shaped groove.

9. The integrated drive and steering sweeper as described in claim 4, characterized in that, The integrated drive and steering sweeper also includes a sensor mounted on the mounting base and a sensing element mounted on the driven gear, with the sensor extending from the mounting base and facing the sensing element.

10. The integrated drive and steering sweeper as described in claim 5, characterized in that, The steering motor is located near the front end of the mounting base; and / or, a support block is also provided between the base and the mounting base.

Images