Structure for multi-directional driving and turning of four-wheeled vehicles

Abstract

The present invention discloses a structure for multi-directional driving and turning of a four-wheeled vehicle, which includes a body frame, further comprising a mounting frame used for mounting and transmitting a first transmission part and a second transmission part, fixedly installed on the body frame; a first transmission part used for transmitting a driving force, installed in a rolling joint on the mounting frame; a second transmission part used for transmitting a turning force, installed in a rolling joint on the mounting frame; and a second transmission part used for simultaneously transmitting the driving force and the turning force, installed in a rolling joint on the first transmission part and the second transmission part. the mounting frame is provided with a driving power input rotating shaft connected to the first transmission unit and a direction-changing power input rotating shaft connected to the second transmission unit, and a driving power output shaft is provided in the fourth transmission unit, thereby overcoming the drawback that large-angle direction changes cannot be realized by the cooperation of automobile driving direction changing systems.

Description

[Technical Field]

[0001] The present invention relates to the technical field of automobile equipment, and in particular to a structure for multi-directional driving and turning of a four-wheeled vehicle. [Background technology]

[0002] An automobile's power system consists of two important systems: the traction power system and the steering power system. The traction power system receives power from the engine and transmits it to the hub via a transmission and gearbox, driving and rotating the wheels to propel the vehicle forward. The steering power system manually controls the rotation of the steering wheel and transmits power to the steering rod via a transmission, pulling the wheels to steer. Automotive traction power systems are divided into front-wheel drive, rear-wheel drive, and four-wheel drive depending on the drive mode. When any drive is combined with a steering power system, the two must not affect each other. While highly mature traction power systems and steering power systems have been combined in prior art, they have a dead point during use that prevents large-angle turns during driving. This is due to limitations imposed by the structural characteristics of the traction and steering structures. Some special requirements and work sites require lateral movement, turning and U-turns, and even U-turns on the spot to be realized within a narrower range, which cannot be realized with the existing driving and turning structures of automobiles. Summary of the Invention [Problem to be solved by the invention]

[0003] The object of the present invention is to overcome the drawback of the prior art that large angle turns cannot be realized by combining the driving direction turning systems of automobiles, and to provide a structure for multi-directional driving and turning of four-wheeled vehicles. [Means for solving the problem]

[0004] The object of the present invention is achieved by the following technical solutions: a fourth transmission part used to transmit the running power and installed in a rolling joint below the third transmission part; and a mounting seat used for mounting the fourth transmission part, the mounting seat being connected to the mounting frame via a shock absorber. The mounting frame is provided with a running power input rotating shaft connected to the first transmission part and a direction-changing power input rotating shaft connected to the second transmission part, and a running power output shaft is installed in the fourth transmission part.

[0005] Preferably, the mounting frame is installed as an inverted U-shaped frame body, and a shock absorber mounting part for mounting a shock absorber is installed at the top of the mounting frame, the first transmission part is installed in a rolling-connected manner inside the U-shaped mounting frame via a first transmission shaft, and the second transmission part is installed in a rolling-connected manner inside the U-shaped mounting frame via a second transmission shaft, and the first transmission shaft and the second transmission shaft are installed in parallel.

[0006] Preferably, the first transmission unit is configured as a gearbox, a third transmission shaft is installed in the gearbox in a rolling connection, the third transmission shaft is connected to the first transmission shaft via a helical gear, and the first transmission shaft is connected to the running power input rotating shaft; the second transmission unit is configured as a gearbox, a fifth transmission shaft is installed in the gearbox in a rolling connection, the fifth transmission shaft is connected to the second transmission shaft via a helical gear, and the second transmission shaft is connected to the direction-changing power input rotating shaft.

[0007] Preferably, the third transmission unit is installed as a gearbox, and the interior of the third transmission unit is divided into upper and lower two parts. The upper part of the third transmission unit is rollingly connected to the first transmission unit via a fourth transmission shaft, and the lower part of the third transmission unit is rollingly connected to the second transmission unit via a sixth transmission shaft. The fourth transmission shaft is connected to the third transmission shaft via a helical gear, and the sixth transmission shaft is connected to the fifth transmission shaft via a helical gear.

[0008] Preferably, an eighth transmission shaft is installed in a rolling connection within the third transmission part, an upper part of the eighth transmission shaft is rollingly connected to the fourth transmission shaft via a helical gear, a bottom part of the eighth transmission shaft extends from the third transmission part and is rollingly connected to the mounting seat, a rotating sleeve is installed in a rolling connection at the bottom of the eighth transmission shaft, a helical gear is installed on the rotating sleeve and is connected to the sixth transmission shaft via the helical gear, and a bottom part of the rotating sleeve extends from the third transmission part and the mounting seat and is connected to a connecting flange, which is fixedly connected to the fourth transmission part.

[0009] Preferably, the fourth transmission unit is installed as a gear box, and the eighth transmission shaft is rollingly connected within the fourth transmission unit and connected to the running power output shaft via a helical gear.

[0010] Preferably, the mounting seat is installed as a U-shaped seat, the mounting seat is rollingly connected within the mounting seat via an eighth transmission shaft, and a shock absorber mounting seat for mounting a shock absorber is installed on the outside of the mounting seat.

[0011] Preferably, a ninth transmission shaft is installed in a rolling connection at the upper part of the third transmission part, and the ninth transmission shaft is connected to the fourth transmission shaft and the eighth transmission shaft via helical gears, respectively; and a tenth transmission shaft is installed in a rolling connection at the lower part of the third transmission part, and the tenth transmission shaft is connected to the rotating sleeve and the sixth transmission shaft via helical gears, respectively.

[0012] Preferably, a connecting frame is installed on one side of the mounting frame in a rolling-linked manner, and the connecting frame is respectively rolling-linked to one side of the third transmission part via the fourth transmission shaft and the sixth transmission shaft.

[0013] Preferably, a fifth gearbox is installed on the mounting frame, a fourth gearbox is installed at the bottom of the mounting frame, the first transmission shaft is rollingly connected in the fourth gearbox, the second transmission shaft is rollingly connected in the fifth gearbox, the running power input rotating shaft is rollingly connected to the fifth gearbox, and the direction-changing power input rotating shaft is rollingly connected to the fourth gearbox. [Effects of the Invention]

[0014] The present invention has the following advantages: It employs a completely new driving power transmission and rotary power transmission, and furthermore, the combination of the two is achieved through a completely new connection structure. This structure eliminates the dead point of turning during the driving process of existing vehicles, enabling at least 180-degree turns without affecting the output of driving power, overcoming the drawback of the prior art that large-angle turns cannot be achieved through the cooperation of vehicle driving direction change systems. This structure enables the vehicle to move laterally, turn, and even make U-turns on the spot within a small area, making it suitable for escaping trouble in a variety of complex road conditions. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a schematic diagram of a transmission mechanism of the present invention. [Figure 2] 1 is a structural schematic diagram of the present invention; [Figure 3] FIG. 2 is a sectional view of the steps in the direction AA of the present invention. [Figure 4] FIG. 1 is a cross-sectional view of the present invention taken along the line BB. [Figure 5] FIG. 2 is a cross-sectional view taken along the CC direction of the present invention. [Figure 6] FIG. 2 is a cross-sectional view taken along the DD direction of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0016] In order to make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the drawings of the embodiments of the present invention, and obviously, the described embodiments are only some embodiments of the present invention but not all embodiments. The components of the embodiments of the present invention, as generally described and illustrated in the accompanying drawings herein, can be arranged and designed in a variety of different configurations.

[0017] Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by those skilled in the art without requiring creative efforts belong to the protection scope of the present invention.

[0018] It should be noted that, where not inconsistent, embodiments of the present invention and features of the embodiments may be combined with each other.

[0019] It should be noted that in the following drawings, like reference numbers and letters indicate like items, and therefore, once an item is defined in one drawing, it need not necessarily be defined and described in subsequent drawings as well.

[0020] In the description of the present invention, the orientations or positional relationships indicated by terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" are based on the orientations or positional relationships shown in the drawings, or are the orientations or positional relationships typically used when the product of the present invention is used, or are orientations or positional relationships typically recognized by those skilled in the art. These are merely for the purpose of explaining and simplifying the present invention, and do not indicate or imply that the devices or elements shown necessarily have a specific orientation or are configured or operated in a specific orientation, and therefore should not be understood as limiting the present invention. Furthermore, the terms "first" and "second" are merely used for the purpose of distinction and should not be construed as indicating or implying relative importance.

[0021] In the description of the present invention, unless otherwise clearly specified or limited, terms such as "installation," "mounting," "coupling," and "connection" should be understood in a broad sense, and may mean, for example, fixedly connected, detachably connected, integrally connected, mechanically connected, electrically connected, directly connected, indirectly connected via an intermediate medium, or internal communication between two elements. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention according to specific circumstances.

[0022] The structure for multi-directional driving and turning of a four-wheeled vehicle, as shown in Figures 1 to 6, includes the original vehicle frame 1, although the vehicle frame may be redesigned. The specific improvement of this device is to provide a completely new interlocking mechanism for driving and turning transmission of a four-wheeled vehicle, enabling functions such as on-the-spot U-turns, diagonal driving, and lateral movement of the vehicle. The entire technical solution is designed using a mechanical structure to maximize the reliability of the technology. Naturally, other auxiliary power systems may be used for assistance. This structure is not limited to mechanical transmission structures and can also be used for other power-assisted driving and turning transmissions. Specifically, this structure also includes other transmission components, as follows: Mounting frame 2: Used to mount and transmit the first and second transmission units 6 and 7. It is fixedly installed on the vehicle frame 1 and may be fixed to the vehicle frame 1 by welding or by a removable bolt structure. Selection is made based on the actual vehicle model and driving requirements. First transmission unit 6: used to transmit driving power, installed in a rolling joint on the mounting frame 2, its function is to transmit power output from the engine. Second transmission unit 7: used to transmit direction-changing power, installed in a rolling joint on the mounting frame 2, its function is to transmit the rotational power of the steering wheel. The drawings in this embodiment only disclose the basic direction-changing transmission. For easier or more convenient control, this structure can also be used in combination with an existing auxiliary direction-changing power for direction-changing. Specifically, the output end of the existing auxiliary direction-changing power and the direction-changing power output rotary shaft of the second transmission unit 7 can be connected via a gear. Third transmission part 8: Used to simultaneously transmit running power and turning power. The key point of this structure lies in the third transmission part 8. The most important thing is to simultaneously transmit running power and turning power so that the power output of the turning power does not affect the running power output during the process of transmitting the running power of the vehicle. In particular, the turning direction of this application is at least between 90 degrees and 180 degrees, and existing turning structures cannot reach this turning angle. This structure overcomes the dead point of existing mechanisms and can achieve free running transmission and rotation transmission.Specifically, the third transmission part 8 is installed simultaneously in rolling connection with the first transmission part 6 and the second transmission part 7. Fourth transmission part 9: Used to transmit running power, installed in rolling connection below the third transmission part 8 and is actually the end of the power transmission, with a running power output shaft 10 installed in the fourth transmission part 9, and when a wheel is attached to the running power output shaft 10, the running power can be converted into running. Mounting seat 5: Used to attach the fourth transmission part 9, and connected to the mounting frame 2 via shock absorbers 4. The support and shock absorption functions must also be considered for the entire structure, and this structure uses shock absorbers 4 to perform support and shock absorption. Naturally, the mounting seat 5 can also be used to mount other components such as a brake system, and naturally, these systems will need to be redesigned, and this application does not claim protection for the fact that, in this device, the running power input rotating shaft 23 connected to the transmission unit 6 is installed on the mounting frame 2 to input power, and the direction-changing power input rotating shaft 24 connected to the second transmission unit 7 is installed on the mounting frame 2 to input power. In this structure, power is input to the mounting frame 2, and the power is provided by the engine, and then, after its speed is adjusted via other power transmission structures and a corresponding gearbox, it is connected to the corresponding input rotating shaft to complete the power input.

[0023] In another embodiment, the present application provides at least one specific structure of the mounting frame 2, one of which is an inverted U-shaped frame body with its opening facing downward and attached to the vehicle frame 1, with a shock absorber mounting part 3 at its top for mounting a shock absorber 4, and then a first transmission part 6 is mounted in the U-shaped interior of the mounting frame 2 via a first transmission shaft 21 in a rolling connection manner, and a second transmission part 7 is mounted in the U-shaped interior of the mounting frame 2 via a second transmission shaft 22 in a rolling connection manner, with the first transmission shaft 21 and the second transmission shaft 22 installed in parallel one above the other. In this way, the first transmission part 6 and the second transmission part 7 can rotate to a certain extent on the mounting frame 2 via the rotation axis. Another structure is to adopt a groove type, and the first transmission shaft 21 and the second transmission shaft 22 are rollingly connected in the groove via a rotating shaft, thereby providing better protection for the tails of the first transmission shaft 21 and the second transmission shaft 22. Naturally, any other mounting frame 2 may be used as long as it satisfies the structure in which the first transmission shaft 21 and the second transmission shaft 22 can be rollingly connected thereon via a rotating shaft.

[0024] In another embodiment, the structure provides at least one first transmission part 6 and a second transmission part 7. In this embodiment, the first transmission part 6 is configured as a gearbox, which is configured as an elongated cylinder. Then, a third transmission shaft 61 is installed inside the gearbox in a rolling connection, and the third transmission shaft 61 is connected to the first transmission shaft 21 via a helical gear to transmit power. In this embodiment, one transmission method is to connect the first transmission shaft 21 to the running power input rotating shaft 23, and another transmission method is to directly connect the first transmission shaft 21 as the running power input rotating shaft to another power output shaft such as a gearbox. Similarly, because the first transmission shaft 21 and the second transmission shaft 22 are installed vertically in parallel, the second transmission unit 7 is also installed as a long, cylindrical gearbox. Then, a fifth transmission shaft 71 is installed inside the gearbox via a rolling linkage and connected to the second transmission shaft 22 via a helical gear. Similarly, in this embodiment, one transmission method is to connect the second transmission shaft 22 to the direction-changing power input rotating shaft 24, and another transmission method is to directly use the second transmission shaft 22 as the direction-changing power input rotating shaft and connect it to the steering wheel via another power transmission mechanism. In this device, the first transmission unit 6 and the second transmission unit 7 are also installed as a dumbbell-shaped box body with gearbox bodies at both ends and a connecting and supporting column in the middle, which saves more material.

[0025] In another embodiment, a specific third transmission unit 8 is provided. The third transmission unit 8 is configured as a gearbox, and the interior of the third transmission unit 8 is divided into two parts, an upper part and an lower part, and the middle part can be separated by a plate. The upper part of the third transmission unit 8 is rollingly connected to the first transmission unit 6 via a fourth transmission shaft 62 for power transmission. The lower part of the third transmission unit 8 is rollingly connected to the second transmission unit 7 via a sixth transmission shaft 72 for power transmission. The fourth transmission shaft 62 is connected to the third transmission shaft 61 via a helical gear, and the sixth transmission shaft 72 is connected to the fifth transmission shaft 71 via a helical gear. In this embodiment, the first transmission part 6 and the second transmission part 7 are installed in parallel vertically and are rollingly connected on the mounting frame 2, so the third transmission part 8 needs to be rotatably connected thereto, thus forming a parallelogram that can move up and down relatively, which not only facilitates shock absorption but also avoids the problem of getting stuck.

[0026] In another embodiment, an eighth transmission shaft 81 is installed in the third transmission part 8 in a rolling connection to transmit power, and an upper part of the eighth transmission shaft 81 is rollingly connected to the fourth transmission shaft 62 via a helical gear to transmit running power. The bottom part of the eighth transmission shaft 81 extends from the third transmission part 8 and is rollingly connected to the mounting seat 5 to provide additional support for the entire third transmission part 8. A rotating sleeve 13 is installed in a rolling connection at the bottom of the eighth transmission shaft 81, and a helical gear is installed on the rotating sleeve 13, which is connected to the sixth transmission shaft 72 via the helical gear to transmit direction-changing power. The bottom part of the rotating sleeve 13 extends from the third transmission part 8 and the mounting seat 5 and is connected to a connecting flange 11, which is fixedly connected to the fourth transmission part 9. In this way, the third transmission unit 8 can simultaneously provide power output for traveling and power output for changing direction. Finally, the fourth transmission unit 9 is installed as a gear box, and the eighth transmission shaft 81 is rollingly connected within the fourth transmission unit 9 and connected to the traveling power output shaft 10 via a helical gear.

[0027] In another embodiment, a mounting seat 5 is provided, which is installed as a U-shaped seat, and the mounting seat 5 is rollingly connected within the mounting seat 5 via the eighth transmission shaft 81, and a shock absorber mounting seat for mounting the shock absorber 4 is installed on the outside of the mounting seat 5. Such a mounting seat can provide at least a 180-degree turning space for the fourth transmission part 9. Another mounting seat 5 that can provide a 360-degree turning space is installed as an L-shape, and one end of the mounting seat 5 can be connected to the third transmission part 8, with the entire space below the mounting seat 5 remaining empty. In this way, the fourth transmission part 9 can rotate at any angle below the mounting seat 5.

[0028] In another embodiment, in order to facilitate control of the rotation direction and distribute the supporting force, a ninth transmission shaft 82 is installed in a rolling connection at the upper part inside the third transmission shaft 8, and the ninth transmission shaft 82 is connected to the fourth transmission shaft 62 and the eighth transmission shaft 81 via helical gears, respectively; a tenth transmission shaft 83 is installed in a rolling connection at the lower part inside the third transmission part 8, and the tenth transmission shaft 83 is connected to the rotating sleeve 13 and the sixth transmission shaft 72 via helical gears, respectively.

[0029] In another embodiment, in order to facilitate symmetry of the load bearing of the entire structure, the connecting frame 12 is installed in a rolling connection on one side of the mounting frame 2, and the connecting frame 12 is rollingly connected to one side of the third transmission part 8 via the fourth transmission shaft 62 and the sixth transmission shaft 72, respectively.

[0030] In another embodiment, this structure can be applied to single front-wheel drive or rear-wheel drive, or can also be applied to four-wheel drive. When used in four-wheel drive, the simultaneous drive structure is such that a fifth gearbox 15 is installed on the mounting frame 2, a fourth gearbox 14 is installed below the mounting frame 2, the first transmission shaft 21 is rollingly connected within the fourth gearbox 14, the second transmission shaft 22 is rollingly connected within the fifth gearbox 15, the running power input rotating shaft 23 is rollingly connected to the fifth gearbox 15, and the direction-changing power input rotating shaft 24 is rollingly connected to the fourth gearbox 14. In this way, the direction of the two power input shafts can be changed via these two gearboxes, and then another direction-changing gearbox is installed on the body frame, connecting the front and rear two sets of this structure via the transmission shafts to achieve simultaneous running and direction changing drive by a single engine four-wheel drive.

[0031] In this application, bearings are installed at the rotational positions of the shaft connections, but this is not shown in the drawings of the specification, and using bearings to assist rotation is a conventional technique. Although this application does not explain each one individually, it is impossible to understand that the rotational positions of this application do not use bearings to assist rotation. At the same time, the gearbox of this application should not be understood as a completely hollow gearbox as shown in the drawings of the specification, and all gearboxes installed based on the characteristics of gear transmission should fall within the scope of protection of the gearbox of this application. Those skilled in the art can understand the specific meaning of the above terms in the present invention according to the specific circumstances.

[0032] This device uses a conventional vehicle directional control mechanism, with the front and rear axle steering mechanisms connected via a conventional shaft transmission mechanism. The directional control mechanism is equipped with two output shafts and one input shaft. The input shaft is connected to the steering wheel. The two output shafts are connected to the steering power input rotary shaft 24 of the present application, which is the steering mechanism of the front and rear axles, respectively, thereby enabling simultaneous front and rear steering. The directional control method of this device is to provide four gears in the directional control mechanism and convert the directional control mechanism into four gears through a shift mechanism structure similar to that of an automobile. In first gear, the two output shafts are controlled to operate in the same direction, with the two wheels on the front axle rotating in the same direction and the two wheels on the rear axle rotating in the same direction, but with the two wheels on the front axle and the two wheels on the rear axle rotating in opposite directions, thereby controlling the vehicle's normal forward and backward movement and on-the-spot U-turns. In complex road conditions, a second gear can be used, with the two output shafts of the control box operating in opposite directions and the four wheels on the front and rear axles rotating in the same direction, enabling the vehicle's diagonal and lateral movement functions. Military or special vehicles can be equipped with a third or fourth gear. Third gear locks the rear axle output shaft of the steering control box, allowing only the front axle to be steered (forward control). Fourth gear locks the front axle output shaft of the steering control box, allowing only the rear axle to be steered (rear control). These functions allow the vehicle to easily escape from trouble in complex road conditions. However, for safety reasons, gear changes should only be completed when the vehicle is stationary. Furthermore, the vehicle's on-the-spot U-turn, diagonal, and lateral movement functions can only be effectively performed in low gears.

[0033] The suspension power transmission method of this structure completes the transmission function by converting three sets of differentials, with one output shaft of the first set of differentials rotating with the input end of the second set of differentials to drive both wheels of the front axle, and the other output shaft of the first set of differentials rotating with the input end of the third set of differentials to drive both wheels of the rear axle.

[0034] Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art may still modify the technical solutions described in the above embodiments or make equivalent substitutions for some of the technical features, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.

Claims

1. The structure for multi-directional driving and turning of a four-wheeled vehicle includes a body frame (1), and further includes a mounting frame (2) used for mounting and transmitting a first transmission part (6) and a second transmission part (7) and fixedly installed on the body frame (1), the first transmission part (6) used for transmitting driving power and installed in a rolling joint on the mounting frame (2), the second transmission part (7) used for transmitting turning power and installed in a rolling joint on the mounting frame (2), and a structure for multi-directional driving and turning power simultaneously, the first transmission part (6) and the second transmission part (7) used for transmitting driving power and turning power simultaneously, the first transmission part (6) and the second transmission part (7) The vehicle includes a third transmission part (8) installed in rolling connection on the first transmission part (7), a fourth transmission part (9) used to transmit running power and installed in rolling connection below the third transmission part (8), and a mounting seat (5) used to mount the fourth transmission part (9) and connected to the mounting frame (2) via a shock absorber (4), and the mounting frame (2) is provided with a running power input rotating shaft (23) connected to the first transmission part (6) and a direction-changing power input rotating shaft (24) connected to the second transmission part (7), and a running power output shaft (10) is installed on the fourth transmission part (9). The third transmission part (8) is installed as a gear box, and the interior of the third transmission part (8) is divided into two parts, an upper part and an lower part. The upper part of the third transmission part (8) is rollingly connected to the first transmission part (6) via a fourth transmission shaft (62), and the lower part of the third transmission part (8) is rollingly connected to the second transmission part (7) via a sixth transmission shaft (72). The fourth transmission shaft (62) is connected to the third transmission shaft (61) via a helical gear, and the sixth transmission shaft (72) is connected to the fifth transmission shaft (71) via a helical gear. An eighth transmission shaft (81) is installed in a rolling connection inside the third transmission part (8), and an upper part of the eighth transmission shaft (81) is rolling-connected to the fourth transmission shaft (62) via a helical gear to transmit running power; a bottom part of the eighth transmission shaft (81) extends from the third transmission part (8) and is rolling-connected to the mounting seat (5); a rotating sleeve (13) is installed in a rolling connection at the bottom of the eighth transmission shaft (81), and a helical gear is installed on the rotating sleeve (13), which is connected to the sixth transmission shaft (72) via the helical gear to transmit direction-changing power; a bottom part of the rotating sleeve (13) extends from the third transmission part (8) and the mounting seat (5) and is connected to a connecting flange (11), and the connecting flange (11) is fixedly connected to the fourth transmission part (9); A ninth transmission shaft (82) is installed in a rolling joint at the upper part of the third transmission part (8), and the ninth transmission shaft (82) is connected to the fourth transmission shaft (62) and the eighth transmission shaft (81) via helical gears, respectively; a tenth transmission shaft (83) is installed in a rolling joint at the lower part of the third transmission part (8), and the tenth transmission shaft (83) is connected to the rotating sleeve (13) and the sixth transmission shaft (72) via helical gears, respectively; The mounting seat (5) is installed as a U-shaped seat, and the mounting seat (5) is rollingly connected within the mounting seat (5) via the eighth transmission shaft (81), and a shock absorber mounting seat for mounting the shock absorber (4) is installed on the outside of the mounting seat (5). A structure for multi-directional driving and turning of a four-wheeled vehicle, characterized in that

2. 2. The structure for multi-directional driving and turning of a four-wheeled vehicle according to claim 1, wherein the mounting frame (2) is installed as an inverted U-shaped frame body, a shock absorber mounting part (3) for mounting a shock absorber (4) is installed at the top of the mounting frame (2), the first transmission part (6) is installed in a rolling-connected manner inside the U-shaped mounting frame (2) via a first transmission shaft (21), and the second transmission part (7) is installed in a rolling-connected manner inside the U-shaped mounting frame (2) via a second transmission shaft (22), and the first transmission shaft (21) and the second transmission shaft (22) are installed in parallel.

3. 3. The structure for multi-directional driving and turning of a four-wheeled vehicle according to claim 1 or 2, wherein the first transmission unit (6) is installed as a gearbox, a third transmission shaft (61) is installed in the gearbox in a rolling connection, the third transmission shaft (61) is connected to the first transmission shaft (21) via a helical gear, and the first transmission shaft (21) is connected to the driving power input rotating shaft (23), and the second transmission unit (7) is installed as a gearbox, a fifth transmission shaft (71) is installed in the gearbox in a rolling connection, the fifth transmission shaft (71) is connected to the second transmission shaft (22) via a helical gear, and the second transmission shaft (22) is connected to the turning power input rotating shaft (24).

4. 2. The structure for multi-directional driving and turning of a four-wheeled vehicle according to claim 1, characterized in that the fourth transmission part (9) is installed as a gearbox, and the eighth transmission shaft (81) is rollingly connected within the fourth transmission part (9) and connected to the driving power output shaft (10) via a helical gear.

5. 2. The structure for multi-directional driving and turning of a four-wheeled vehicle according to claim 1, characterized in that a connecting frame (12) is installed on one side of the mounting frame (2) in a rolling-articulated manner, and the connecting frame (12) is rolling-articulated to one side of the third transmission part (8) via a fourth transmission shaft (62) and a sixth transmission shaft (72), respectively.

6. 2. The structure for multi-directional driving and turning of a four-wheeled vehicle according to claim 1, wherein a fifth gearbox (15) is installed on the mounting frame (2), a fourth gearbox (14) is installed at the bottom of the mounting frame (2), the first transmission shaft (21) is rollingly connected in the fourth gearbox (14), the second transmission shaft (22) is rollingly connected in the fifth gearbox (15), the driving power input rotating shaft (23) is rollingly connected to the fifth gearbox (15), and the turning power input rotating shaft (24) is rollingly connected to the fourth gearbox (14).

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