CN211642447U

CN211642447U - Balance driving device, active balance driving system and delivery vehicle

Info

Publication number: CN211642447U
Application number: CN201922277309.6U
Authority: CN
Inventors: 柳宁
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-12-17
Filing date: 2019-12-17
Publication date: 2020-10-09
Anticipated expiration: 2029-12-17

Abstract

The utility model belongs to the technical field of vehicles, and relates to a balance driving device, an active balance driving system and a carrier, wherein the balance driving device is used for balance control of the carrier during steering driving and comprises a torque input mechanism, a vibration absorber driving mechanism and a vibration absorber; the vibration absorber driving mechanism comprises a torque input end, a torque output end and a track shaft, wherein the first end of the vibration absorber is hinged to the torque output end, and the torque output end is supported on the track shaft and can move along the axial direction of the track shaft; the moment input mechanism is used for providing moment to the moment input end, and the moment input end transmits the input moment to the moment output end so as to drive the moment output end to move along the axial direction of the track shaft, so that the shock absorber is driven to stretch or compress. Therefore, the stress balance when the vehicle turns to run can be realized, the center of gravity is stable when the vehicle turns to run is realized, and the rollover caused by the unbalanced stress when the vehicle turns to run is avoided.

Description

Balance driving device, active balance driving system and delivery vehicle

Technical Field

The utility model belongs to the technical field of vehicle, especially, relate to a balanced drive arrangement, initiative balanced actuating system and delivery vehicle.

Background

The conventional reclining car generally includes a frame, a driving system, a steering driving system, driving wheels, and steering wheels, where if the driving wheels are front wheels (1 or 2), the steering wheels are rear wheels (1 or 2), and if the driving wheels are rear wheels (1 or 2), the steering wheels are front wheels (1 or 2). The driving system is used for driving the driving wheel to rotate so as to drive the lying vehicle to run. The steering driving system is used for driving the steering wheel to rotate so as to drive the lying vehicle to steer.

The driving system that traveles of current lying car includes parts such as footboard, big sprocket, little sprocket, chain and drive shaft usually, steps on the footboard through the foot and makes big sprocket rotate, will rotate the transmission for little sprocket through the chain, and little sprocket is fixed in the drive shaft, therefore the drive shaft rotates for the lug connection drive wheel rotates on the drive shaft, and then drives the lying car and travel.

The steering driving system of the existing lying vehicle generally comprises a handlebar and a connecting rod mechanism, wherein the connecting rod mechanism is driven to move by controlling the handlebar to rotate, so that a steering wheel rotates, and the lying vehicle is driven to steer.

However, since the conventional recumbent bicycle does not have a steering balance system, the center of gravity is unstable during steering, and when the bicycle reaches a certain speed and turns to left or right over a certain angle, the bicycle is easily turned over due to unbalance of force.

SUMMERY OF THE UTILITY MODEL

The utility model discloses the technical problem that will solve is: aiming at the defects that the center of gravity is unstable when the existing lying vehicle is driven to steer due to no steering balance system, and the side turning is easily caused by unbalanced stress when the vehicle speed reaches a certain value and the steering exceeds a certain angle, a balance driving device, an active balance driving system and a delivery vehicle are provided.

In order to solve the above technical problem, an embodiment of the present invention provides a balance driving device for controlling balance of a vehicle during steering driving, including a torque input mechanism, a damper driving mechanism and a damper;

the vibration damper driving mechanism comprises a torque input end, a torque output end and a track shaft, the track shaft is supported on a frame of a carrier, the first end of the vibration damper is hinged to the torque output end, and the torque output end is supported on the track shaft and can move along the axial direction of the track shaft;

the moment input mechanism is used for providing moment to the moment input end, and the moment input end transmits the input moment to the moment output end so as to drive the moment output end to move along the axial direction of the track shaft, so that the shock absorber is driven to stretch or compress.

Optionally, the torque input mechanism includes a transverse transmission shaft and a first meshing transmission assembly, the transverse transmission shaft extends along the left and right directions of the rack; the track shaft is a sliding shaft which is fixed on the rack and extends along the height direction of the rack, the torque output end comprises a sliding block which is arranged on the sliding shaft in a sliding mode, the first end of the shock absorber is hinged to the sliding block, and the torque input end comprises a second meshing transmission assembly which is connected between one end of the transverse transmission shaft and the sliding block;

the torque input by the first meshing transmission assembly is transmitted to the transverse transmission shaft after the direction is changed by the first meshing transmission assembly so as to drive the transverse transmission shaft to rotate, and the rotation of the transverse transmission shaft drives the sliding block to move along the axial direction of the sliding shaft through the second meshing transmission assembly so as to drive the vibration damper to stretch or compress.

Optionally, the second meshing transmission assembly comprises a second input gear connected to one end of the transverse transmission shaft and a rack fixed on the sliding block and meshed with the second input gear; in the alternative, the first and second sets of the first,

the second meshing transmission assembly comprises a second input gear connected to one end of the transverse transmission shaft, a rack fixed on the sliding block and a reversing gear meshed between the second input gear and the rack, and the reversing gear is rotatably supported on the rack.

Optionally, the torque input mechanism includes a transverse transmission shaft and a first meshing transmission assembly, the transverse transmission shaft extends along the left and right directions of the rack; the track shaft is a screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the torque output end comprises a nut which is in threaded connection with the screw rod, the first end of the shock absorber is hinged on the nut, and the torque input end comprises a third meshing transmission assembly which is connected between one end of the transverse transmission shaft and the screw rod;

the torque input by the first meshing transmission assembly is transmitted to the transverse transmission shaft after being changed in direction through the first meshing transmission assembly so as to drive the transverse transmission shaft to rotate, the rotation of the transverse transmission shaft drives the screw rod to rotate through the third meshing transmission assembly, and the rotation of the screw rod drives the nut to move along the axial direction of the screw rod so as to drive the vibration absorber to stretch or compress.

Optionally, the torque input mechanism includes a transverse transmission shaft and a first meshing transmission assembly, the transverse transmission shaft extends along the left and right directions of the rack; the track shaft is a lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the torque output end comprises a lead screw nut which is in threaded connection with the lead screw, the first end of the shock absorber is hinged on the lead screw nut, and the torque input end comprises a third meshing transmission assembly which is connected between one end of the transverse transmission shaft and the lead screw;

the torque input by the first meshing transmission assembly is transmitted to the transverse transmission shaft after the direction is changed by the first meshing transmission assembly so as to drive the transverse transmission shaft to rotate, the rotation of the transverse transmission shaft drives the lead screw to rotate through the third meshing transmission assembly, and the rotation of the lead screw drives the lead screw nut to move along the axial direction of the lead screw so as to drive the vibration damper to stretch or compress;

the ball which can be in rolling contact with the thread groove of the screw is arranged in the screw, so that the screw, the screw nut and the ball are combined into a ball screw pair.

Optionally, the first meshing transmission assembly comprises a worm wheel and a worm meshed with the worm wheel, and the worm wheel is fixed on the transverse transmission shaft; in the alternative, the first and second sets of the first,

the first meshing transmission assembly comprises a first input gear and a first output gear meshed with the first input gear, the first output gear is fixed on the transverse transmission shaft, and the first input gear and the first output gear are vertically staggered.

On the other hand, the embodiment of the utility model also provides an active balance driving system, including steering driving device and balance driving device;

the balance driving device comprises a torque input mechanism, a vibration absorber driving mechanism and a vibration absorber; the vibration damper driving mechanism comprises a torque input end, a torque output end and a track shaft, the track shaft is supported on a frame of a carrier, the first end of the vibration damper is hinged to the torque output end, and the torque output end is supported on the track shaft and can move along the axial direction of the track shaft;

when the steering driving device drives a running vehicle to steer, the torque input mechanism receives torque input by the steering driving device, the torque input mechanism provides the input torque for the torque input end, and the torque input end transmits the input torque to the torque output end to drive the torque output end to move along the axial direction of the track shaft, so that the shock absorber is driven to stretch or compress.

In another aspect, the present invention further provides a vehicle, including a frame, a steering driving device, a first traveling mechanism, a second traveling mechanism, a third traveling mechanism, a fourth traveling mechanism, and a balance driving device, where the balance driving device includes a first torque input mechanism, a second torque input mechanism, a first damper, a second damper, a third damper, a fourth damper, a first damper driving mechanism, a second damper driving mechanism, a third damper driving mechanism, and a fourth damper driving mechanism; the first traveling mechanism and the second traveling mechanism are opposite left and right, the third traveling mechanism and the fourth traveling mechanism are opposite left and right, the first traveling mechanism and the third traveling mechanism are positioned on the left side of the rack, and the second traveling mechanism and the fourth traveling mechanism are positioned on the right side of the rack;

the first damper driving mechanism comprises a first torque input end, a first torque output end and a first track shaft, the first track shaft is supported on the frame, the first end of the first damper is hinged to the first torque output end, the second end of the first damper is hinged to the first traveling mechanism, and the first torque output end is supported on the first track shaft and can move along the axial direction of the first track shaft; the second damper driving mechanism comprises a second torque input end, a second torque output end and a second track shaft, the second track shaft is supported on the rack, the first end of the second damper is hinged to the second torque output end, the second end of the second damper is hinged to the second travelling mechanism, and the second torque output end is supported on the second track shaft and can move along the axial direction of the second track shaft; the third vibration damper driving mechanism comprises a third torque input end, a third torque output end and a third track shaft, the third track shaft is supported on the rack, the first end of the third vibration damper is hinged to the third torque output end, the second end of the third vibration damper is hinged to the third travelling mechanism, and the third torque output end is supported on the third track shaft and can move along the axial direction of the third track shaft; the fourth vibration damper driving mechanism comprises a fourth torque input end, a fourth torque output end and a fourth track shaft, the fourth track shaft is supported on the rack, the first end of the fourth vibration damper is hinged to the fourth torque output end, the second end of the fourth vibration damper is hinged to the fourth traveling mechanism, and the fourth torque output end is supported on the fourth track shaft and can move along the axial direction of the fourth track shaft;

when the steering driving device drives a running vehicle to steer leftwards or rightwards, the first torque input mechanism and the second torque input mechanism receive torque input by the steering driving device, the first torque input mechanism provides the input torque to the first torque input end and the second torque input end, and the second torque input mechanism provides the input torque to the third torque input end and the fourth torque input end; the first torque input end drives the first torque output end to move upwards or downwards along the axial direction of the first track shaft, the second torque input end drives the second torque output end to move upwards or downwards along the axial direction of the second track shaft, the third torque input end drives the third torque output end to move upwards or downwards along the axial direction of the third track shaft, and the fourth torque input end drives the fourth torque output end to move upwards or downwards along the axial direction of the fourth track shaft; the movement directions of the first torque output end and the third torque output end are kept consistent, so that the first shock absorber and the third shock absorber are compressed or stretched simultaneously, and the movement directions of the second torque output end and the fourth output end are kept consistent, so that the second shock absorber and the fourth shock absorber are compressed or stretched simultaneously;

when the first shock absorber and the third shock absorber on the left side are stretched, the second shock absorber and the fourth shock absorber on the right side are compressed; when the first shock absorber and the third shock absorber on the left side are compressed, the second shock absorber and the fourth shock absorber on the right side are stretched; the extension or compression speed of the first, second, third and fourth shock absorbers is proportional to the steering speed of the vehicle, and the extension or compression stroke of the first, second, third and fourth shock absorbers is proportional to the steering angle of the vehicle.

In another aspect, an embodiment of the present invention further provides a vehicle, including a frame, a steering driving device, a first traveling mechanism, a second traveling mechanism, a third shock absorber, and a balance driving device, where the balance driving device includes a torque input mechanism, a first shock absorber, a second shock absorber, a first shock absorber driving mechanism, and a second shock absorber driving mechanism; the first travelling mechanism is opposite to the second travelling mechanism in the left-right direction;

the first damper driving mechanism comprises a first torque input end, a first torque output end and a first track shaft, the first track shaft is supported on the frame, the first end of the first damper is hinged to the first torque output end, the second end of the first damper is hinged to the first traveling mechanism, and the first torque output end is supported on the first track shaft and can move along the axial direction of the first track shaft; the second damper driving mechanism comprises a second torque input end, a second torque output end and a second track shaft, the second track shaft is supported on the rack, the first end of the second damper is hinged to the second torque output end, the second end of the second damper is hinged to the second travelling mechanism, and the second torque output end is supported on the second track shaft and can move along the axial direction of the second track shaft; the first end of the third shock absorber is hinged on the frame, and the second end of the third shock absorber is hinged on the third travelling mechanism;

when the steering driving device drives a running vehicle to steer leftwards or rightwards, the torque input mechanism receives the torque input by the steering driving device and provides the torque to the first torque input end and the second torque input end; the first torque input end drives the first torque output end to move upwards or downwards along the axial direction of the first track shaft, and the second torque input end drives the second torque output end to move upwards or downwards along the axial direction of the second track shaft; the motion directions of the first torque output end and the second torque output end are opposite, so that the stretching or compressing actions of the first damper and the second damper are opposite, the stretching or compressing speed of the first damper and the second damper is proportional to the steering speed of the vehicle, and the stretching or compressing stroke of the first damper and the second damper is proportional to the steering angle of the vehicle.

According to the utility model discloses a balanced drive arrangement, balanced actuating system of initiative and delivery vehicle, moment input mechanism provides moment for the moment input end, the moment input end transmits the moment of input for the moment output end is in order to drive the moment output end is followed the axial displacement of track axle, with this drive the shock absorber is tensile or compressed to the atress when the delivery vehicle turns to the transport is maintained in the initiative is balanced. Therefore, the gravity center of the vehicle can be stable when the vehicle is driven in a steering mode, and rollover caused by unbalanced stress when the vehicle is driven in a steering mode can be avoided.

Drawings

Fig. 1 is a perspective view of a vehicle according to a first embodiment of the present invention;

fig. 2 is a top view of a vehicle according to a first embodiment of the present invention;

FIG. 3 is a cross-sectional view taken along the line A-A in FIG. 2;

FIG. 4 is a cross-sectional view taken along the line B-B in FIG. 2;

FIG. 5 is a cross-sectional view taken along the line C-C in FIG. 2;

FIG. 6 is a cross-sectional view taken along the line D-D in FIG. 2;

fig. 7 is a perspective view of a vehicle provided by a second embodiment of the present invention;

fig. 8 is an elevation view of a vehicle provided by a third embodiment of the present invention;

fig. 9 is a top view of a vehicle according to a third embodiment of the present invention;

FIG. 10 is a sectional view taken along the line E-E in FIG. 9;

fig. 11 is a perspective view of a vehicle according to a fourth embodiment of the present invention.

The reference numerals in the specification are as follows:

1. a frame;

2. a steering drive device; 201. a steering handle; 202. a steering drive shaft; 203. a longitudinal drive shaft; 204. a fluted disc; 205. a shaft gear; 206. A steering transmission shaft; 207. a third torque transfer mechanism; 2071. a third telescopic universal joint; 2072. a third hollow lever; 2073. a third drive shaft; 2074. a fifth gear set; 2075. a sixth gear set; 2076. a fifth gear case; 2077. a sixth gear case; 2078. a first transfer support; 208. a fourth torque transfer mechanism; 2081. a fourth telescopic universal joint; 2082. a fourth hollow lever; 2083. a fourth drive shaft; 2084. a seventh gear set; 2085. an eighth gear set; 2086. a seventh gear case; 2087. an eighth gear box; 2088. a second adaptor bracket; 209. A reversing gear set;

3. a first travel mechanism; 31. a left drive wheel;

4. a second traveling mechanism; 41. a right drive wheel;

5. a third travel mechanism; 51. a left steering wheel; 51a, a steering wheel;

6. a fourth travelling mechanism; 61. a right steering wheel;

7. a first torque input mechanism; 701. a first transverse drive shaft; 702. a front first worm gear; 703. a front first worm; 704. a front first input gear; 704a, a first input gear; 705. a front first output gear; 705a, a first output gear; 7a, a torque input mechanism; 701a, a transverse transmission shaft; 702a, a first worm gear; 703a, a first worm;

8. a second torque input mechanism; 801. a second transverse transmission shaft; 802. a rear first worm gear; 803. a rear first worm; 804. a rear first input gear; 805. a rear first output gear;

9. a first shock absorber;

10. a second shock absorber;

11. a third damper;

12. a fourth vibration damper;

13. a first damper drive mechanism; 1301. a first sliding shaft; 1301a, a first screw; 1302. a first slider; 1302a, a first nut; 1303. a left front second input gear; 1304. a left front rack; 1305. a left front third input gear; 1306. a left front third output gear;

14. a second damper drive mechanism; 1401. a second sliding shaft; 1401a, a second screw; 1402. a second slider; 1402a, a second nut; 1403. a right front second input gear; 1404. a right front rack; 1405. a right front reversing gear; 1406. a right front third input gear; 1407. a right front third output gear;

15. a third damper drive mechanism; 1501. a third sliding shaft; 1501a, a third screw; 1502. a third slider; 1502a, a third nut; 1503. a left rear second input gear; 1504. a left rear rack; 1505. a left rear third input gear; 1506. a left rear third output gear;

16. a fourth damper drive mechanism; 1601. a fourth sliding shaft; 1601a, a fourth screw; 1602. a fourth slider; 1602a, a fourth nut; 1603. a right rear second input gear; 1604. a right rear rack; 1605. a right rear reversing gear; 1606. a rear right third input gear; 1607. a right rear third output gear;

17. a power plant; 1701. a pedal; 1702. a first sprocket; 1703. a second sprocket; 1704. a chain;

18. a drive shaft;

19. a first torque transfer mechanism; 1901. a first telescopic universal joint; 1902. a first hollow lever; 1903. a first drive shaft; 1904. a first gear set; 1905. a second gear set; 1906. a first gear case; 1907. a second gear box;

20. a second torque transfer mechanism; 2001. a second telescopic universal joint; 2002. a second hollow lever; 2003. a second drive shaft; 2004. a third gear set; 2005. a fourth gear set; 2006. a third gear case; 2007. a fourth gear box.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

The embodiment of the utility model provides a balance driving device, is used for the balance control of transport means when turning to the driving, including moment input mechanism, shock absorber actuating mechanism and shock absorber; the vibration damper driving mechanism comprises a torque input end, a torque output end and a track shaft, the track shaft is supported on a frame of a carrier, the first end of the vibration damper is hinged to the torque output end, and the torque output end is supported on the track shaft and can move along the axial direction of the track shaft; the moment input mechanism is used for providing moment to the moment input end, and the moment input end transmits the input moment to the moment output end so as to drive the moment output end to move along the axial direction of the track shaft, so that the shock absorber is driven to stretch or compress.

In one embodiment, the torque input mechanism comprises a transverse transmission shaft and a first meshing transmission component, wherein the transverse transmission shaft extends along the left-right direction of the rack; the track shaft is a sliding shaft which is fixed on the rack and extends along the height direction of the rack, the torque output end comprises a sliding block which is arranged on the sliding shaft in a sliding mode, the first end of the shock absorber is hinged to the sliding block, and the torque input end comprises a second meshing transmission assembly which is connected between one end of the transverse transmission shaft and the sliding block; the torque input by the first meshing transmission assembly is transmitted to the transverse transmission shaft after the direction is changed by the first meshing transmission assembly so as to drive the transverse transmission shaft to rotate, and the rotation of the transverse transmission shaft drives the sliding block to move along the axial direction of the sliding shaft through the second meshing transmission assembly so as to drive the vibration damper to stretch or compress.

In one embodiment, the second meshing transmission assembly comprises a second input gear connected to one end of the transverse transmission shaft and a rack fixed on the sliding block and meshed with the second input gear; or the second meshing transmission assembly comprises a second input gear connected to one end of the transverse transmission shaft, a rack fixed on the sliding block and a reversing gear meshed between the second input gear and the rack, and the reversing gear is rotatably supported on the rack.

In one embodiment, the torque input mechanism comprises a transverse transmission shaft and a first meshing transmission component, wherein the transverse transmission shaft extends along the left-right direction of the rack; the track shaft is a screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the torque output end comprises a nut which is in threaded connection with the screw rod, the first end of the shock absorber is hinged on the nut, and the torque input end comprises a third meshing transmission assembly which is connected between one end of the transverse transmission shaft and the screw rod; the torque input by the first meshing transmission assembly is transmitted to the transverse transmission shaft after being changed in direction through the first meshing transmission assembly so as to drive the transverse transmission shaft to rotate, the rotation of the transverse transmission shaft drives the screw rod to rotate through the third meshing transmission assembly, and the rotation of the screw rod drives the nut to move along the axial direction of the screw rod so as to drive the vibration absorber to stretch or compress.

In one embodiment, the torque input mechanism comprises a transverse transmission shaft and a first meshing transmission component, wherein the transverse transmission shaft extends along the left-right direction of the rack; the track shaft is a lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the torque output end comprises a lead screw nut which is in threaded connection with the lead screw, the first end of the shock absorber is hinged on the lead screw nut, and the torque input end comprises a third meshing transmission assembly which is connected between one end of the transverse transmission shaft and the lead screw; the torque input by the first meshing transmission assembly is transmitted to the transverse transmission shaft after the direction is changed by the first meshing transmission assembly so as to drive the transverse transmission shaft to rotate, the rotation of the transverse transmission shaft drives the lead screw to rotate through the third meshing transmission assembly, and the rotation of the lead screw drives the lead screw nut to move along the axial direction of the lead screw so as to drive the vibration damper to stretch or compress; the ball which can be in rolling contact with the thread groove of the screw is arranged in the screw, so that the screw, the screw nut and the ball are combined into a ball screw pair.

In one embodiment, the first meshing transmission assembly comprises a worm wheel and a worm meshed with the worm wheel, and the worm wheel is fixed on the transverse transmission shaft; or, the first meshing transmission assembly comprises a first input gear and a first output gear meshed with the first input gear, the first output gear is fixed on the transverse transmission shaft, and the first input gear and the first output gear are vertically staggered.

The embodiment of the utility model also provides an active balance driving system, which comprises a steering driving device and a balance driving device; the balance driving device comprises a torque input mechanism, a vibration absorber driving mechanism and a vibration absorber; the vibration damper driving mechanism comprises a torque input end, a torque output end and a track shaft, the track shaft is supported on a frame of a carrier, the first end of the vibration damper is hinged to the torque output end, and the torque output end is supported on the track shaft and can move along the axial direction of the track shaft; when the steering driving device drives a running vehicle to steer, the torque input mechanism receives torque input by the steering driving device, the torque input mechanism provides the input torque for the torque input end, and the torque input end transmits the input torque to the torque output end to drive the torque output end to move along the axial direction of the track shaft, so that the shock absorber is driven to stretch or compress.

In addition, the embodiment of the utility model provides a delivery vehicle is still provided.

The balance driving device, the active balance driving system and the vehicle according to the embodiments of the present invention will be described in detail with reference to specific embodiments.

First embodiment

As shown in fig. 1 to 6, a vehicle according to a first embodiment of the present invention includes a frame 1, a steering driving device 2, a first traveling mechanism 3, a second traveling mechanism 4, a third traveling mechanism 5, a fourth traveling mechanism 6, and a balance driving device, wherein the balance driving device includes a first torque input mechanism 7, a second torque input mechanism 8, a first damper 9, a second damper 10, a third damper 11, a fourth damper 12, a first damper driving mechanism 13, a second damper driving mechanism 14, a third damper driving mechanism 15, and a fourth damper driving mechanism 16; the first traveling mechanism 3 is opposite to the second traveling mechanism 4 from left to right, the third traveling mechanism 5 is opposite to the fourth traveling mechanism 6 from left to right, the first traveling mechanism 3 and the third traveling mechanism 5 are located on the left side of the rack 1, and the second traveling mechanism 4 and the fourth traveling mechanism 6 are located on the right side of the rack 1.

The first damper driving mechanism 13 includes a first torque input end, a first torque output end, and a first track shaft, the first track shaft is supported on the frame 1 (the upper and lower ends are fixed on two beams of the frame 1), the first end of the first damper 9 is hinged on the first torque output end, the second end of the first damper 9 is hinged on the first traveling mechanism 3, and the first torque output end is supported on the first track shaft and can move along the axial direction of the first track shaft; the second damper driving mechanism 14 includes a second torque input end, a second torque output end, and a second rail shaft, the second rail shaft is supported on the frame 1 (the upper and lower ends are fixed on two cross beams of the frame 1), the first end of the second damper 10 is hinged on the second torque output end, the second end of the second damper 10 is hinged on the second traveling mechanism 4, and the second torque output end is supported on the second rail shaft and can move along the axial direction of the second rail shaft; the third vibration damper driving mechanism 15 includes a third torque input end, a third torque output end and a third track shaft, the third track shaft is supported on the frame 1 (the upper and lower ends of the third track shaft are fixed on two beams of the frame 1), the first end of the third vibration damper 11 is hinged on the third torque output end, the second end of the third vibration damper 11 is hinged on the third traveling mechanism 5, and the third torque output end is supported on the third track shaft and can move along the axial direction of the third track shaft; the fourth vibration damper driving mechanism 16 includes a fourth torque input end, a fourth torque output end and a fourth track shaft, the fourth track shaft is supported on the frame (the upper and lower ends are fixed on two beams of the frame 1), the first end of the fourth vibration damper 12 is hinged to the fourth torque output end, the second end of the fourth vibration damper 12 is hinged to the fourth traveling mechanism 6, and the fourth torque output end is supported on the fourth track shaft and can move along the axial direction of the fourth track shaft.

When the steering driving device 2 drives a running vehicle to steer left or right, the first torque input mechanism and the second torque input mechanism receive the torque input by the steering driving device 2, the first torque input mechanism provides the input torque to the first torque input end and the second torque input end, and the second torque input mechanism provides the input torque to the third torque input end and the fourth torque input end; the first torque input end drives the first torque output end to move upwards or downwards along the axial direction of the first track shaft, the second torque input end drives the second torque output end to move upwards or downwards along the axial direction of the second track shaft, the third torque input end drives the third torque output end to move upwards or downwards along the axial direction of the third track shaft, and the fourth torque input end drives the fourth torque output end to move upwards or downwards along the axial direction of the fourth track shaft; the movement directions of the first and third torque output ends are kept consistent so that the first and third dampers 9 and 11 are compressed or stretched at the same time, and the movement directions of the second and fourth torque output ends are kept consistent so that the second and fourth dampers 10 and 12 are compressed or stretched at the same time.

When the first damper 9 and the third damper 11 on the left side are stretched, the second damper 10 and the fourth damper 12 on the right side are compressed; when the first damper 9 and the third damper 11 on the left side are compressed, the second damper 10 and the fourth damper 12 on the right side are extended; the extension or compression speed of the first, second, third and

fourth shock absorbers

9, 10, 11 and 12 is proportional to the steering speed of the vehicle, and the extension or compression stroke of the first, second, third and

fourth shock absorbers

9, 10, 11 and 12 is proportional to the steering angle of the vehicle.

In this way, the first damper 9, the second damper 10, the third damper 11, and the fourth damper 12 are stretched or compressed to actively maintain the force balance when the vehicle is driven in a steering manner. The gravity center of the vehicle is stable when the vehicle is driven in a steering mode, and rollover caused by unbalanced stress when the vehicle is driven in a steering mode is avoided.

The first damper 9, the second damper 10, the third damper 11, and the fourth damper 12 are pneumatic dampers, hydraulic dampers, spring dampers, or the like.

The first torque input mechanism 7 comprises a first transverse transmission shaft 701 and a front-side first meshing transmission assembly, wherein the first transverse transmission shaft 701 extends along the left-right direction of the rack 1; the second torque input mechanism comprises a second transverse transmission shaft 801 and a rear first meshing transmission component, wherein the second transverse transmission shaft 801 extends along the left-right direction of the machine frame 1.

The steering driving device 2 comprises a steering handle 201, a steering driving shaft 202, a fourth meshing transmission assembly and a longitudinal transmission shaft 203, wherein the longitudinal transmission shaft 203 extends along the front-back direction of the rack 1, the front first meshing transmission assembly is connected between the middle part of the first transverse transmission shaft 701 and the front end of the longitudinal transmission shaft 203, and the rear first meshing transmission assembly is connected between the middle part of the second transverse transmission shaft 801 and the rear end of the longitudinal transmission shaft 203.

The fourth engagement transmission assembly includes a toothed plate 204 fixed to one end of the steering driving shaft 202 and a shaft gear 205 fixed to a front end of the longitudinal transmission shaft 203 and engaged with the toothed plate 204.

The first track shaft is a first sliding shaft 1301 fixed on the machine frame 1 and extending along the height direction of the machine frame 1, the first torque output end comprises a first sliding block 1302 arranged on the first sliding shaft 1301 in a sliding mode, a first end of the first shock absorber 9 is hinged to the first sliding block 1302, and the first torque input end comprises a left front second meshing transmission assembly connected between the left end of the first transverse transmission shaft 701 and the first sliding block 1302; the second track shaft is a second sliding shaft 1401 fixed on the machine frame 1 and extending along the height direction of the machine frame 1, the second torque output end comprises a second sliding block 1402 arranged on the second sliding shaft 1401 in a sliding manner, the first end of the second damper 10 is hinged on the second sliding block 1402, and the second torque input end comprises a right front second meshing transmission component connected between the right end of the first transverse transmission shaft 701 and the second sliding block 1402; the third track shaft is a third sliding shaft 1501 fixed on the machine frame 1 and extending along the height direction of the machine frame 1, the third torque output end comprises a third sliding block 1502 arranged on the third sliding shaft 1501 in a sliding manner, the first end of the third damper 11 is hinged on the third sliding block 1502, and the third torque input end comprises a left rear second meshing transmission assembly connected between the left end of the second transverse transmission shaft 801 and the third sliding block 1502; the fourth track shaft is a fourth sliding shaft 1601 which is fixed on the machine frame 1 and extends along the height direction of the machine frame 1, the fourth torque output end includes a fourth sliding block 1602 which is slidably arranged on the fourth sliding shaft 1601, a first end of the fourth damper 12 is hinged on the fourth sliding block 1602, and the fourth torque input end includes a right rear second meshing transmission assembly which is connected between the right end of the second transverse transmission shaft 801 and the fourth sliding block 1602.

When the steering handle 201 rotates, the steering driving shaft 202 is driven to rotate, the rotation of the steering driving shaft 202 drives the longitudinal transmission shaft 203 to rotate through a fourth meshing transmission assembly, and the rotation of the longitudinal transmission shaft 203 drives the first transverse transmission shaft 701 and the second transverse transmission shaft 801 to rotate respectively after being reversed through the front side first meshing transmission assembly and the rear side first meshing transmission assembly; the rotation of the first transverse transmission shaft 701 drives the first slider 1302 to move along the axial direction of the first sliding shaft 1301 through the left front second meshing transmission assembly so as to drive the first damper 9 to stretch or compress; the rotation of the first transverse transmission shaft 701 drives the second slider 1402 to move along the axial direction of the second sliding shaft 1401 through the right front second meshing transmission assembly so as to drive the second shock absorber 10 to stretch or compress; the rotation of the second transverse transmission shaft 801 drives the third slider 1502 to move along the axial direction of the third sliding shaft 1501 through the left rear second meshing transmission assembly, so as to drive the third damper 11 to stretch or compress; the rotation of the second transverse transmission shaft 801 drives the fourth sliding block 1602 to move along the axial direction of the fourth sliding shaft 1601 through the right rear second meshing transmission assembly, so as to drive the fourth shock absorber 12 to stretch or compress.

The front first meshing transmission assembly comprises a front first worm wheel 702 and a front first worm 703 meshed with the front first worm wheel 702, the front first worm wheel 702 is fixed on the first transverse transmission shaft 701, and the front first worm 703 is fixed on the longitudinal transmission shaft 203; the rear first meshing transmission assembly comprises a rear first worm wheel 802 and a rear first worm 803 meshed with the rear first worm wheel 802, the rear first worm wheel 802 is fixed on the second transverse transmission shaft 801, and the rear first worm 803 is fixed on the longitudinal transmission shaft 203.

The worm gear and worm transmission has good reverse self-locking function under certain conditions. By utilizing the reverse self-locking function of the worm and gear, the impact of each shock absorber on the steering handle 201 of the steering driving device 2 caused by the up-and-down jumping of each walking mechanism when the vehicle runs on an uneven road surface can be solved, and the damage of each shock absorber on the working stability of the steering driving device 2 is avoided. And, through setting up left front second meshing transmission subassembly, right front second meshing transmission subassembly, left back second meshing transmission subassembly and right back second meshing transmission subassembly into acceleration rate transmission, make each shock absorber have fine drive effect, make each shock absorber have ideal flexible length.

The left front second meshing transmission assembly comprises a left front second input gear 1303 connected to the left end of the first transverse transmission shaft 701 and a left front rack 1304 fixed on the first slider 1302 and meshed with the left front second input gear 1303; the right front second meshing transmission assembly comprises a right front second input gear 1403 connected to the right end of the first transverse transmission shaft 701, a right front rack 1404 fixed on the second sliding block 1402, and a right front reversing gear 1405 meshed between the right front second input gear 1403 and the right front rack 1404, wherein the right front reversing gear 1405 is rotatably supported on the frame 1 through a bearing; the left rear second meshing transmission assembly comprises a left rear second input gear 1503 connected to the left end of the second transverse transmission shaft 801 and a left rear rack 1504 fixed on the third slider 1502 and meshed with the left rear second input gear 1503; the right rear second meshing transmission assembly comprises a right rear second input gear 1603 connected to the right end of the second transverse transmission shaft 801, a right rear rack 1604 fixed on the fourth slider 1602 and a right rear reversing gear 1605 meshed between the right rear second input gear 1603 and the right rear rack 1604, and the right rear reversing gear 1605 is rotatably supported on the frame 1 through a bearing.

The two left shock absorbers and the two right shock absorbers are operated in opposite directions by the right front reversing gear 1405 and the right rear reversing gear 1605.

The vehicle further comprises a running driving system, the running driving system comprises a power device 17, a driving shaft 18, a first torque transmission mechanism 19 and a second torque transmission mechanism 20, the first torque transmission mechanism 19 comprises a first telescopic universal joint 1901, a first hollow lever 1902, a first transmission shaft 1903, a first gear set 1904 and a second gear set 1905, the second torque transmission mechanism 20 comprises a second telescopic universal joint 2001, a second hollow lever 2002, a second transmission shaft 2003, a third gear set 2004 and a fourth gear set 2005, the driving shaft 18 extends along the left-right direction of the rack 1, the first hollow lever 1902 and the second hollow lever 2002 extend along the front-back direction of the rack 1, the first transmission shaft 1903 is rotatably supported in the first hollow lever 1902, the second transmission shaft 2003 is rotatably supported in the second hollow lever 2002, a second end of the first damper 9 is hinged to the first hollow lever 1902, and a second end of the second damper 10 is hinged to the second hollow lever 2002.

A differential is arranged in the middle of the driving shaft 18, the driving shaft 18 comprises a left half shaft connected to the left side of the differential and a right half shaft connected to the right side of the differential, and the power provided by the power device 17 is distributed to the left half shaft and the right half shaft through the differential so as to realize left-right differential running.

The steering driving device 2 further includes a steering transmission shaft 206, a third torque transmission mechanism 207 and a fourth torque transmission mechanism 208, the third torque transmission mechanism 207 includes a third telescopic universal joint 2071, a third hollow lever 2072, a third transmission shaft 2073, a fifth gear set 2074 and a sixth gear set 2075, the fourth torque transmission mechanism 208 includes a fourth telescopic universal joint 2081, a fourth hollow lever 2082, a fourth transmission shaft 2083, a seventh gear set 2084 and an eighth gear set 2085, the steering transmission shaft 206 extends along the left-right direction of the frame 1, the third hollow lever 2072 and the fourth hollow lever 2082 extend along the front-rear direction of the frame 1, the third transmission shaft 2073 is rotatably supported in the third hollow lever 2072, the fourth transmission shaft 2083 is rotatably supported in the fourth hollow lever 2082, and a second end of the third damper 11 is hinged to the third hollow lever 2072, a second end of the fourth damper 12 is hinged to the fourth hollow lever 2082.

The first traveling mechanism 3 includes a left driving wheel 31 and the first hollow lever 1902. The second traveling mechanism 4 includes a right driving wheel 41 and the second hollow lever 2002. The third travel mechanism 5 includes a left steering wheel 51 and the third hollow lever 2072. The fourth traveling mechanism 6 includes a right steering wheel 61 and the fourth hollow lever 2082.

The first gear train 1904 is connected between the other end of the first telescopic universal joint 1901 and one end of the first drive shaft 1903, the second gear train 1905 is connected between the other end of the first drive shaft 1903 and the left drive wheel 31, the third gear train 2004 is connected between the other end of the second telescopic universal joint 2001 and one end of the second drive shaft 2003, and the fourth gear train 2005 is connected between the other end of the second drive shaft 2003 and the right drive wheel 41. The fifth gear set 2074 is connected between one end of the third telescopic universal joint 2071 and the left end of the steering transmission shaft 206, the third transmission shaft 2073 is connected between the other end of the third telescopic universal joint 2071 and the sixth gear set 2075, the sixth gear set 2075 is connected between the third transmission shaft 2073 and the left steering wheel 51, the seventh gear set 2084 is connected between one end of the fourth telescopic universal joint 2081 and the right end of the steering transmission shaft 206, the fourth transmission shaft 2083 is connected between the other end of the fourth telescopic universal joint 2081 and the eighth gear set 2085, and the eighth gear set 2085 is connected between the fourth transmission shaft 2083 and the right steering wheel 61.

The first gear set 1904 comprises two orthogonally engaged bevel gears, one of which is fixed to one end of the first transmission shaft 1903, the other of which is fixed to the other end of the first telescopic universal joint 1901, and a first gear box 1906 is provided outside the first gear set 1904 to accommodate the first gear set 1904, and the first gear box 1906 is fixed to the first hollow lever 1902. The third gear set 2004 comprises two orthogonally engaged bevel gears, one fixed to one end of the second drive shaft 2003 and the other fixed to the other end of the second telescopic universal joint 2001, and a third gear box 2006 is provided on the outside of the third gear set 2004 to accommodate the third gear set 2004, the third gear box 2006 being fixed to the second hollow lever 2002.

The second gear set 1905 includes two orthogonally engaged bevel gears, one of which is fixed to the other end of the first transmission shaft 1903, the other of which is fixed to the axle of the left driving wheel 31, and a second gear box 1907 is provided outside the second gear set 1905 to accommodate the second gear set 1905, and the second gear box 1907 is fixed to the first hollow lever 1902. Similarly, the fourth gear set 2005 includes two orthogonally meshed bevel gears, one of which is fixed to the other end of the second transmission shaft 2003, the other of which is fixed to the axle of the right driving wheel 41, and a fourth gear case 2007 is provided outside the fourth gear set 2005 to accommodate the fourth gear set 2005, the fourth gear case 2007 being fixed to the second hollow lever 2002.

The fifth gear set 2074 includes two orthogonally engaged bevel gears, one of which is fixed to the left end of the steering transmission shaft 206 and the other of which is fixed to one end of the third telescopic joint 2071, and a fifth gear case 2076 is provided outside the fifth gear set 2074 to accommodate the fifth gear set 2074, and the fifth gear case 2076 is fixed to the frame 1. Similarly, the seventh gear set 2084 comprises two orthogonally engaged bevel gears, one of which is fixed at the right end of the steering transmission shaft 206, the other of which is fixed at one end of the fourth telescopic universal joint 2081, a seventh gear box 2086 is arranged outside the seventh gear set 2084 to accommodate the seventh gear set 2084, and the seventh gear box 2086 is fixed with the frame 1.

The sixth gear set 2075 is a worm gear mechanism, a worm is fixed on the third transmission shaft 2073, a worm wheel is fixed on the axle of the left steering wheel 51, a sixth gear case 2077 is provided outside the sixth gear set 2075 to accommodate the sixth gear set 2075, and the sixth gear case 2077 is fixed with the third hollow lever 2072. The worm rotates together with the third driving shaft 2073 and drives the worm wheel engaged therewith to rotate horizontally, so as to achieve horizontal steering of the left steering wheel 51. Preferably, the upper and lower ends of the worm wheel of the sixth gear set 2075 are connected to a first junction bracket 2078, and the first junction bracket 2078 is fixed to the axle of the left steering wheel 51. Thus, the worm wheel, the first relay bracket 2078 and the left steering wheel 51 are integrally rotated.

Similarly, the eighth gear set 2085 is a worm and gear mechanism, the worm is fixed on the fourth transmission shaft 2083, the worm gear is fixed on the wheel axle of the right steering wheel 61, an eighth gear box 2087 is arranged outside the eighth gear set 2085 to accommodate the eighth gear set 2085, and the eighth gear box 2087 is fixed with the fourth hollow lever 2082. The worm rotates together with the fourth transmission shaft 2083 and drives the worm wheel meshed therewith to rotate horizontally, so as to realize horizontal steering of the right steering wheel 61. Preferably, the upper end and the lower end of the worm wheel of the eighth gear set 2085 are connected to a second adapter bracket 2088, and the second adapter bracket 2088 is fixed to the wheel axle of the right steering wheel 61. Thus, the worm wheel, the second adaptor bracket 2088, and the right steering wheel 61 rotate integrally.

The power device 17 is used for driving the driving shaft 18 to rotate, the rotation of the driving shaft 18 is transmitted to the left driving wheel 31 through the first telescopic universal joint 1901 and the first transmission shaft 1903, so as to drive the left driving wheel 31 to rotate, and the rotation of the driving shaft 18 is transmitted to the right driving wheel 41 through the second telescopic universal joint 2001 and the second transmission shaft 2003, so as to drive the right driving wheel 41 to rotate.

One end of the longitudinal transmission shaft 203 is connected with the steering transmission shaft 206 through a reversing gear set 209, the rotation of the steering handle 201 is transmitted to the left steering wheel 51 through the fourth meshing transmission assembly, the longitudinal transmission shaft 203, the reversing gear set 209, the steering transmission shaft 206, the third telescopic universal joint 2071 and the third transmission shaft 2073, and the rotation of the steering handle 201 is transmitted to the right steering wheel 61 through the fourth meshing transmission assembly, the longitudinal transmission shaft 203, the reversing gear set 209, the steering transmission shaft 206, the fourth telescopic universal joint 2081 and the fourth transmission shaft 2083, so as to drive the left steering wheel 51 and the right steering wheel 61 to synchronously steer. The reversing gearset 209 is two interleaved gears. Specifically, the reversing gear set 209 includes a first gear fixed to the longitudinal transmission shaft 203 and a second gear fixed to the steering transmission shaft 206 and orthogonally engaged with the first gear.

The power device 17 comprises a pedal 1701, a first chain wheel 1702, a second chain wheel 1703 and a chain 1704, wherein the chain 1704 is wound on the first chain wheel 1702 and the second chain wheel 1703, the pedal 1701 is fixed on two sides of the first chain wheel 1702, the second chain wheel 1703 is fixed on the driving shaft 18, and a driver steps on the pedal 1701 to drive the first chain wheel 1702 to rotate and drives the driving shaft 18 to rotate through the chain 1704 and the second chain wheel 1703.

The frame 1 is a frame structure formed by welding a plurality of tubular beams. The top of the frame 1 can be provided with a seat. The driving shaft, the longitudinal transmission shaft, the steering transmission shaft, the first transverse transmission shaft, the second transverse transmission shaft, the steering handle and the like can be rotatably supported on the rack 1 through a support provided with a bearing. These brackets are fixed to the frame 1.

In the embodiment, the driving wheel is a front wheel, and the steering wheel is a rear wheel, so that front driving and rear steering are realized.

The telescopic universal joint adopted in the article is an existing product, two sections of the telescopic universal joint are connected through a spline, one section provided with a spline shaft can slide relative to the other section provided with a spline hole, and therefore the telescopic universal joint can stretch out and draw back.

In some modified embodiments of the first embodiment, the power device may also adopt a non-manual driving device such as an electric motor. The motor can directly drive the driving shaft to rotate through the speed reducer.

In some modified embodiments of the first embodiment, the power unit may also be a gear drive or a belt drive instead of the chain drive described above.

In some modified embodiments of the first embodiment, the driving wheel can also be a rear wheel, and the steering wheel is a front wheel, so that front-to-rear driving is realized.

In some modified embodiments of the first embodiment, the torque input mechanism provides torque directly without the aid of a steering drive. At this time, the torque input mechanism directly drives the damper driving mechanism, for example, the damper driving mechanism is directly driven by a motor; alternatively, the torque input mechanism directly drives the first transverse transmission shaft and the second transverse transmission shaft to rotate, for example, the first transverse transmission shaft and the second transverse transmission shaft are respectively driven to rotate by the front motor and the rear motor.

Second embodiment

Fig. 7 shows a vehicle according to a second embodiment of the present invention, which is different from the first embodiment in that:

the first track shaft is a first screw rod 1301a which is rotatably supported on the frame 1 and extends along the height direction of the frame 1, the first torque output end comprises a first nut 1302a which is in threaded connection with the first screw rod 1301a, a first end of the first damper 9 is hinged on the first nut 1302a, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the first transverse transmission shaft 701 and the first screw rod 1301 a; the second track shaft is a second screw 1401a which is rotatably supported on the frame 1 and extends along the height direction of the frame 1, the second torque output end comprises a second nut 1402a which is in threaded connection with the second screw 1401a, the first end of the second damper 10 is hinged on the second nut 1402a, and the second torque input end comprises a right front third meshing transmission component which is connected between the right end of the first transverse transmission shaft 701 and the second screw 1401 a; the third track shaft is a third screw 1501a which is rotatably supported on the machine frame 1 and extends along the height direction of the machine frame 1, the third torque output end comprises a third nut 1502a which is in threaded connection with the third screw 1501a, the first end of the third damper 11 is hinged on the third nut 1502a, and the third torque input end comprises a left rear third meshing transmission component which is connected between the left end of the second transverse transmission shaft 801 and the third screw 1501 a; the fourth track shaft is a fourth screw 1601a rotatably supported on the frame 1 and extending in the height direction of the frame 1, the fourth torque output end includes a fourth nut 1602a screwed on the fourth screw 1601a, a first end of the fourth damper is hinged on the fourth nut 1602a, and the fourth torque input end includes a right rear third meshing transmission assembly connected between the right end of the second transverse transmission shaft 801 and the fourth screw 1601 a.

When the steering handle 201 rotates, the steering driving shaft 202 is driven to rotate, the rotation of the steering driving shaft 202 drives the longitudinal transmission shaft 203 to rotate through a fourth meshing transmission assembly, and the rotation of the longitudinal transmission shaft 203 drives the first transverse transmission shaft 701 and the second transverse transmission shaft 801 to rotate respectively after being reversed through the front side first meshing transmission assembly and the rear side first meshing transmission assembly.

The rotation of the first transverse transmission shaft 701 drives the first screw 1301a to rotate through the left front third meshing transmission assembly, and the first screw 1301a rotates to drive the first nut 1302a to move along the axial direction of the first screw 1301a so as to drive the first damper 9 to stretch or compress; the rotation of the first transverse transmission shaft 701 drives the second screw 1401a to rotate through the front right third meshing transmission assembly, and the second screw 1401a rotates to drive the second nut 1402a to move along the axial direction of the second screw 1401a, so as to drive the second damper 10 to stretch or compress; the rotation of the second transverse transmission shaft 801 drives the third screw 1501a to rotate through the left rear third meshing transmission assembly, and the third screw 1501a rotates to drive the third nut 1502a to move along the axial direction of the third screw 1501a, so as to drive the third damper 11 to stretch or compress; the rotation of the second transverse transmission shaft 801 drives the fourth screw 1601a to rotate through the right rear third meshing transmission assembly, and the fourth screw 1601a rotates to drive the fourth nut 1602a to move along the axial direction of the fourth screw 1601a, so as to drive the fourth damper 12 to stretch or compress.

The front-side first meshing transmission assembly comprises a front-side first input gear 704 and a front-side first output gear 705 meshed with the front-side first input gear 704, the front-side first input gear 704 is fixed on the longitudinal transmission shaft 203, the front-side first output gear 705 is fixed on the first transverse transmission shaft 701, and the front-side first input gear 704 and the front-side first output gear 705 are vertically staggered. The rear first meshing transmission assembly comprises a rear first input gear 804 and a rear first output gear 805 meshed with the rear first input gear 804, the rear first input gear 804 is fixed on the longitudinal transmission shaft 203, the rear first output gear 805 is fixed on the second transverse transmission shaft 801, and the rear first input gear 804 and the rear first output gear 805 are vertically staggered.

The left front third meshing transmission assembly comprises a left front third input gear 1305 connected to the left end of the first transverse transmission shaft 701 and a left front third output gear 1306 fixed on the first screw 1301a and meshing with the left front third input gear 1305; the right front third meshing transmission assembly comprises a right front third input gear 1406 connected to the right end of the first transverse transmission shaft 701 and a right front third output gear 1407 fixed on the second screw 1401a and meshed with the right front third input gear 1406; the left rear third meshing transmission assembly comprises a left rear third input gear 1505 connected to the left end of the second transverse transmission shaft 801 and a left rear third output gear 1506 fixed to the third screw 1501a and meshing with the left rear third input gear 1505; the right rear third meshing transmission assembly comprises a right rear third input gear 1606 connected to the right end of the second transverse transmission shaft 801 and a right rear third output gear 1607 fixed to the fourth screw 1601a and meshing with the right rear third input gear 1606.

Preferably, the left front third input gear 1305 and the left front third output gear 1306 are in orthogonal meshing bevel gear pairs, the right front third input gear 1406 and the right front third output gear 1407 are in orthogonal meshing bevel gear pairs, the left rear third input gear 1505 and the left rear third output gear 1506 are in orthogonal meshing bevel gear pairs, and the right rear third input gear 1606 and the right rear third output gear 1607 are in orthogonal meshing bevel gear pairs.

In the second embodiment, the first transverse transmission shaft 701 drives the left first screw 1301a to rotate through the left third input gear 1305 and the left third output gear 1306, which are engaged with each other, and the first transverse transmission shaft 701 drives the right second screw 1401a to rotate through the right third input gear 1406 and the right third output gear 1407, which are engaged with each other, so that the first screw 1301a and the second screw 1401a rotate in opposite directions; similarly, the second transverse transmission shaft 801 rotates the left third screw 1501a through the engaged left rear third input gear 1505 and left rear third output gear 1506, and the second transverse transmission shaft 801 rotates the right fourth screw 1601a through the engaged right rear third input gear 1606 and right rear third output gear 1607, so that the third screw 1501a and the fourth screw 1601a rotate in opposite directions. Thus, since with the first embodiment, there is no need to provide an intermediate reversing gear, there are fewer parts.

The stud and nut transmission (sliding screw transmission) has good reverse self-locking function under certain conditions. By utilizing the reverse self-locking function of stud nut transmission, the impact of each shock absorber on a steering handle 201 of the steering driving device caused by the vertical jumping of each walking mechanism when a carrier runs on an uneven road surface can be solved, and the damage of each shock absorber on the working stability of the steering driving device is avoided.

Due to the reverse self-locking function of the stud nut transmission, in the second embodiment, the front first meshing transmission assembly and the rear first meshing transmission assembly can adopt two staggered gear transmissions without self-locking.

In some modified embodiments of the second embodiment, the front first meshing transmission assembly includes a front first worm gear and a front first worm meshing with the front first worm gear, the front first worm gear being fixed to the first transverse transmission shaft, the front first worm being fixed to the longitudinal transmission shaft; the first rear-side meshing transmission assembly comprises a first rear-side worm wheel and a first rear-side worm meshed with the first rear-side worm wheel, the first rear-side worm wheel is fixed on the second transverse transmission shaft, and the first rear-side worm is fixed on the longitudinal transmission shaft.

In some modified embodiments of the second embodiment, the torque input mechanism provides torque directly without the aid of a steering drive. At this time, the torque input mechanism directly drives the damper driving mechanism, for example, the damper driving mechanism is directly driven by a motor; alternatively, the torque input mechanism directly drives the first transverse transmission shaft and the second transverse transmission shaft to rotate, for example, the first transverse transmission shaft and the second transverse transmission shaft are respectively driven to rotate by the front motor and the rear motor.

Third embodiment

Fig. 8 to 10 show a vehicle according to a third embodiment of the present invention, which includes a frame 1, a steering driving device 2, a first traveling mechanism 3, a second traveling mechanism 4, a third traveling mechanism 5, a third damper 11, and a balance driving device, wherein the balance driving device includes a torque input mechanism 7a, a first damper 9, a second damper 10, a first damper driving mechanism 13, and a second damper driving mechanism 14; the first traveling mechanism 3 and the second traveling mechanism 4 are opposed to each other in the left-right direction.

The first damper driving mechanism 13 includes a first torque input end, a first torque output end, and a first track shaft, the first track shaft is supported on the frame 1 (the upper and lower ends are fixed on two beams of the frame 1), the first end of the first damper 9 is hinged on the first torque output end, the second end of the first damper 9 is hinged on the first traveling mechanism 3, and the first torque output end is supported on the first track shaft and can move along the axial direction of the first track shaft; the second damper driving mechanism 14 includes a second torque input end, a second torque output end, and a second rail shaft, the second rail shaft is supported on the frame 1 (the upper and lower ends are fixed on two cross beams of the frame 1), the first end of the second damper 10 is hinged on the second torque output end, the second end of the second damper 10 is hinged on the second traveling mechanism 4, and the second torque output end is supported on the second rail shaft and can move along the axial direction of the second rail shaft; a first end of the third damper 11 is hinged to the frame 1, and a second end of the third damper 11 is hinged to the third travel mechanism 5.

When the steering driving device 2 drives the running vehicle to steer left or right, the torque input mechanism 7a receives the torque input by the steering driving device 2 and provides the torque to the first torque input end and the second torque input end; the first torque input end drives the first torque output end to move upwards or downwards along the axial direction of the first track shaft, and the second torque input end drives the second torque output end to move upwards or downwards along the axial direction of the second track shaft; the first and second torque outputs move in opposite directions so that the first and

second dampers

9 and 10 are in opposite tension or compression, i.e. the second damper 10 compresses when the first damper 9 is in tension and the second damper 10 extends when the first damper 9 is in compression. The extension or compression speed of the first damper 9 and the second damper 10 is proportional to the steering speed of the vehicle, and the extension or compression stroke of the first damper 9 and the second damper 10 is proportional to the steering angle of the vehicle.

In this way, the tension or compression of the first damper 9 and the second damper 10 actively maintains the force balance when the vehicle is driven in a steering manner. The gravity center of the vehicle is stable when the vehicle is driven in a steering mode, and rollover caused by unbalanced stress when the vehicle is driven in a steering mode is avoided.

The torque input mechanism 7a includes a transverse transmission shaft 701a and a first engagement transmission component, and the transverse transmission shaft 701a extends along the left-right direction of the rack 1.

The steering driving device 2 includes a steering handle 201, a steering driving shaft 202, a fourth engagement transmission assembly and a longitudinal transmission shaft 203, the longitudinal transmission shaft 203 extends along the front-rear direction of the rack 1, and the first engagement transmission assembly is connected between the middle portion of the transverse transmission shaft 701a and the front end of the longitudinal transmission shaft 203.

The first track shaft is a first sliding shaft 1301 fixed on the machine frame 1 and extending along the height direction of the machine frame 1, the first torque output end comprises a first sliding block 1302 arranged on the first sliding shaft 1301 in a sliding mode, a first end of the first shock absorber 9 is hinged to the first sliding block 1302, and the first torque input end comprises a left front second meshing transmission assembly connected between the left end of the transverse transmission shaft 701a and the first sliding block 1302; the second track shaft is a second sliding shaft 1401 fixed on the frame 1 and extending along the height direction of the frame 1, the second torque output end includes a second slider 1402 slidably disposed on the second sliding shaft 1401, the first end of the second damper 10 is hinged on the second slider 1402, and the second torque input end includes a right front second meshing transmission assembly connected between the right end of the transverse transmission shaft 701a and the second slider 1402.

When the steering handle 201 rotates, the steering driving shaft 202 is driven to rotate, the rotation of the steering driving shaft 202 drives the longitudinal transmission shaft 203 to rotate through a fourth meshing transmission component, and the rotation of the longitudinal transmission shaft 203 drives the transverse transmission shaft 701a to rotate through the first meshing transmission component; the rotation of the transverse transmission shaft 701a drives the first slider 1302 to move along the axial direction of the first sliding shaft 1301 through the left front second meshing transmission assembly so as to drive the first damper 9 to stretch or compress; the rotation of the transverse transmission shaft 701a drives the second slider 1402 to move along the axial direction of the second sliding shaft 1401 through the right front second meshing transmission assembly, so as to drive the second shock absorber 10 to stretch or compress.

The first meshing transmission assembly comprises a first worm wheel 702a and a first worm 703a meshed with the first worm wheel 702a, the first worm wheel 702a is fixed on the transverse transmission shaft 701a, and the first worm 703a is fixed on the longitudinal transmission shaft 203.

The worm gear and worm transmission has good reverse self-locking function under certain conditions. By utilizing the reverse self-locking function of the worm and gear, the impact of each shock absorber on the steering handle 201 of the steering driving device caused by the up-and-down jumping of each walking mechanism when the vehicle runs on an uneven road surface can be solved, and the damage of each shock absorber on the working stability of the steering driving device is avoided. And, through setting up left front second meshing transmission subassembly, right front second meshing transmission subassembly into the acceleration rate transmission, make each bumper shock absorber have fine drive effect, make each bumper shock absorber have ideal flexible length.

The left front second meshing transmission assembly comprises a left front second input gear 1303 connected to the left end of the transverse transmission shaft 701a and a left front rack 1304 fixed on the first slider 1302 and meshed with the left front second input gear 1303; the right front second meshing transmission assembly comprises a right front second input gear 1403 connected to the right end of the transverse transmission shaft 701a, a right front rack 1404 fixed on the second sliding block 1402, and a right front reversing gear 1405 meshed between the right front second input gear 1403 and the right front rack 1404, wherein the right front reversing gear 1405 is rotatably supported on the frame 1 through a bearing.

The first damper 9 on the left side and the second damper 10 on the right side act in opposite directions through the right front idler gear 1405.

A differential is arranged in the middle of the driving shaft 18, the driving shaft 18 comprises a left half shaft connected to the left side of the differential and a right half shaft connected to the right side of the differential, and the power provided by the power device 17 is distributed to the left half shaft and the right half shaft through the differential so as to realize left-right differential running. The steering driving apparatus 2 further includes a third torque transmission mechanism 207, the third torque transmission mechanism 207 includes a third telescopic universal joint 2071, a third hollow lever 2072, a third transmission shaft 2073 and a fifth gear set 2074, the third hollow lever 2072 extends in the front-rear direction of the frame 1, the third transmission shaft 2073 is rotatably supported in the third hollow lever 2072, and a second end of the third damper 11 is hinged to the third hollow lever 2072.

The first traveling mechanism 3 includes a left driving wheel 31 and the first hollow lever 1902. The second traveling mechanism 4 includes a right driving wheel 41 and the second hollow lever 2002. The third travel mechanism 5 includes a steering wheel 51a and the third hollow lever 2072.

The first gear train 1904 is connected between the other end of the first telescopic universal joint 1901 and one end of the first drive shaft 1903, the second gear train 1905 is connected between the other end of the first drive shaft 1903 and the left drive wheel 31, the third gear train 2004 is connected between the other end of the second telescopic universal joint 2001 and one end of the second drive shaft 2003, and the fourth gear train 2005 is connected between the other end of the second drive shaft 2003 and the right drive wheel 41. The fifth gear set 2074 is connected between the other end of the third transmission shaft 2073 and the steering wheel 51 a.

The fifth gear set 2074 is a worm gear mechanism, a worm is fixed to the third transmission shaft 2073, a worm wheel is fixed to a wheel shaft of the steering wheel 51a, a fifth gear case 2076 is provided outside the fifth gear set 2074 to accommodate the fifth gear set 2074, and the fifth gear case 2076 is fixed to the third hollow lever 2072. Preferably, the upper and lower ends of the worm wheel of the fifth gear set 2074 are connected to an adapter bracket, and the adapter bracket is fixed to the axle of the steering wheel 51 a. Thus, the worm wheel, the relay bracket, and the steering wheel 51a rotate integrally.

The rotation of the steering handle 201 is transmitted to the steering wheel 51a through the fourth engagement transmission assembly, the longitudinal transmission shaft 203, the third telescopic universal joint 2071 and the third transmission shaft 2073.

In some modified embodiments of the third embodiment, the power device may also adopt a non-manual driving device such as an electric motor. The motor can directly drive the driving shaft to rotate through the speed reducer.

In some modified embodiments of the third embodiment, the power unit may also use a gear transmission or a belt transmission instead of the above-described chain transmission.

In some modified embodiments of the third embodiment, the driving wheel can also be a rear wheel, and the steering wheel is a front wheel, so that front-to-rear driving is realized.

In some modified embodiments of the third embodiment, the torque input mechanism provides torque directly without the aid of a steering drive. At this time, the torque input mechanism directly drives the damper driving mechanism, for example, the damper driving mechanism is directly driven by a motor; alternatively, the torque input mechanism directly drives the transverse transmission shaft to rotate, for example, by a motor.

Fourth embodiment

Fig. 11 is a vehicle according to a fourth embodiment of the present invention, which is different from the third embodiment in that:

the first track shaft is a first screw rod 1301a which is rotatably supported on the frame 1 and extends along the height direction of the frame 1, the first torque output end comprises a first nut 1302a which is in threaded connection with the first screw rod 1301a, a first end of the first damper 9 is hinged on the first nut 1302a, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the transverse transmission shaft 701a and the first screw rod 1301 a; the second track shaft is a second screw 1401a rotatably supported on the frame 1 and extending along the height direction of the frame 1, the second torque output end includes a second nut 1402a screwed on the second screw 1401a, the first end of the second damper 10 is hinged on the second nut 1402a, and the second torque input end includes a right front third meshing transmission component connected between the right end of the transverse transmission shaft 701a and the second screw 1401 a.

When the steering handle 201 rotates, the steering driving shaft 202 is driven to rotate, the rotation of the steering driving shaft 202 drives the longitudinal transmission shaft 203 to rotate through a fourth meshing transmission assembly, and the rotation of the longitudinal transmission shaft 203 drives the transverse transmission shaft 701a to rotate through the first meshing transmission assembly.

The rotation of the transverse transmission shaft 701a drives the first screw 1301a to rotate through the left front third meshing transmission assembly, and the first screw 1301a rotates to drive the first nut 1302a to move along the axial direction of the first screw 1301a so as to drive the first damper 9 to stretch or compress; the rotation of the transverse transmission shaft 701a drives the second screw 1401a to rotate through the right front third meshing transmission assembly, and the second screw 1401a rotates to drive the second nut 1402a to move along the axial direction of the second screw 1401a, so as to drive the second damper 10 to stretch or compress.

The first engaging transmission assembly comprises a first input gear 704a and a first output gear 705a engaged with the first input gear 704a, the first input gear 704a is fixed on the longitudinal transmission shaft 203, the first output gear 705a is fixed on the transverse transmission shaft 701a, and the first input gear 704a and the first output gear 705a are vertically staggered.

The left front third meshing transmission assembly comprises a left front third input gear 1305 connected to the left end of the transverse transmission shaft 701a and a left front third output gear 1306 fixed on the first screw 1301a and meshed with the left front third input gear 1305; the right front third meshing transmission assembly comprises a right front third input gear 1406 connected to the right end of the transverse transmission shaft 701a and a right front third output gear 1407 fixed on the second screw 1401a and meshed with the right front third input gear 1406.

Due to the reverse self-locking function of the stud-nut transmission, the first meshing transmission assembly can adopt two staggered gear transmissions without self-locking in the fourth embodiment.

In some variations of the fourth embodiment, the first meshing transmission assembly includes a first worm wheel fixed to the transverse transmission shaft and a first worm meshing with the first worm wheel fixed to the longitudinal transmission shaft.

Fifth embodiment (not shown)

The fifth embodiment differs from the second embodiment in that:

the first track shaft is a first lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the first torque output end comprises a first lead screw nut which is in threaded connection with the first lead screw, the first end of the first shock absorber is hinged to the first lead screw nut, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the first transverse transmission shaft and the first lead screw; the second track shaft is a second lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the second torque output end comprises a second lead screw nut which is in threaded connection with the second lead screw, the first end of the second shock absorber is hinged on the second lead screw nut, and the second torque input end comprises a front right third meshing transmission assembly which is connected between the right end of the first transverse transmission shaft and the second lead screw; the third track shaft is a third lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the third moment output end comprises a third lead screw nut which is in threaded connection with the third lead screw, the first end of a third shock absorber is hinged on the third lead screw nut, and the third moment input end comprises a left rear third meshing transmission assembly which is connected between the left end of the second transverse transmission shaft and the third lead screw; the fourth track shaft is a fourth lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the fourth moment output end comprises a fourth lead screw nut which is in threaded connection with the fourth lead screw, the first end of the fourth shock absorber is hinged to the fourth lead screw nut, and the fourth moment input end comprises a right rear third meshing transmission component which is connected between the right end of the second transverse transmission shaft and the fourth lead screw; a first ball which can be in rolling contact with a thread groove of the first screw is arranged in the first screw, so that the first screw, a first screw nut and the first ball are combined into a first ball screw pair; a second ball which can be in rolling contact with a thread groove of the second screw is arranged in the second screw, so that the second screw, a second screw nut and the second ball are combined into a second ball screw pair; a third ball which can be in rolling contact with a thread groove of the third screw is arranged in the third screw, so that the third screw, a third screw nut and the third ball are combined into a third ball screw pair; and a fourth ball which can be in rolling contact with a thread groove of the fourth screw is arranged in the fourth screw, so that the fourth screw, the fourth screw nut and the fourth ball are combined into a fourth ball screw pair.

The steering handle drives the steering driving shaft to rotate when rotating, the rotation of the steering driving shaft drives the longitudinal transmission shaft to rotate through the fourth meshing transmission assembly, and the rotation of the longitudinal transmission shaft drives the first transverse transmission shaft and the second transverse transmission shaft to rotate respectively after being reversed through the front first meshing transmission assembly and the rear first meshing transmission assembly.

The first transverse transmission shaft rotates to drive the first lead screw to rotate through the left front third meshing transmission assembly, and the first lead screw rotates to drive the first lead screw nut to move along the axial direction of the first lead screw so as to drive the first shock absorber to stretch or compress; the rotation of the first transverse transmission shaft drives the second lead screw to rotate through the right front third meshing transmission assembly, and the second lead screw rotates to drive the second lead screw nut to move along the axial direction of the second lead screw so as to drive the second vibration absorber to stretch or compress; the rotation of the second transverse transmission shaft drives the third lead screw to rotate through the left rear third meshing transmission assembly, and the third lead screw rotates to drive the third lead screw nut to move along the axial direction of the third lead screw so as to drive the third damper to stretch or compress; the rotation of the second transverse transmission shaft drives the fourth lead screw to rotate through the right rear third meshing transmission assembly, and the fourth lead screw rotates to drive the fourth lead screw nut to move along the axial direction of the fourth lead screw so as to drive the fourth damper to stretch or compress.

The front first meshing transmission assembly comprises a front first worm wheel and a front first worm meshed with the front first worm wheel, the front first worm wheel is fixed on the first transverse transmission shaft, and the front first worm is fixed on the longitudinal transmission shaft; the first rear-side meshing transmission assembly comprises a first rear-side worm wheel and a first rear-side worm meshed with the first rear-side worm wheel, the first rear-side worm wheel is fixed on the second transverse transmission shaft, and the first rear-side worm is fixed on the longitudinal transmission shaft.

The left front third meshing transmission assembly comprises a left front third input gear connected to the left end of the first transverse transmission shaft and a left front third output gear fixed on the first lead screw and meshed with the left front third input gear; the right front third meshing transmission assembly comprises a right front third input gear connected to the right end of the first transverse transmission shaft and a right front third output gear fixed on the second lead screw and meshed with the right front third input gear; the left rear third meshing transmission assembly comprises a left rear third input gear connected to the left end of the second transverse transmission shaft and a left rear third output gear fixed on the third lead screw and meshed with the left rear third input gear; the right rear third meshing transmission assembly comprises a right rear third input gear connected to the right end of the second transverse transmission shaft and a right rear third output gear fixed on the fourth screw rod and meshed with the right rear third input gear.

That is, in the fifth embodiment, the screw-nut pair in the second embodiment is replaced with a ball screw pair.

In some variations of the fifth embodiment, the torque input mechanism provides torque directly, without the aid of a steering drive. At this time, the torque input mechanism directly drives the damper driving mechanism, for example, the damper driving mechanism is directly driven by a motor; alternatively, the torque input mechanism directly drives the first transverse transmission shaft and the second transverse transmission shaft to rotate, for example, the first transverse transmission shaft and the second transverse transmission shaft are respectively driven to rotate by the front motor and the rear motor.

Sixth embodiment (not shown)

The sixth embodiment is different from the fourth embodiment in that:

the first track shaft is a first lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the first torque output end comprises a first lead screw nut which is in threaded connection with the first lead screw, the first end of the first shock absorber is hinged to the first lead screw nut, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the transverse transmission shaft and the first lead screw; the second track shaft is a second lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the second torque output end comprises a second lead screw nut which is in threaded connection with the second lead screw, the first end of the second shock absorber is hinged on the second lead screw nut, and the second torque input end comprises a front right third meshing transmission component which is connected between the right end of the transverse transmission shaft and the second lead screw; a first ball which can be in rolling contact with a thread groove of the first screw is arranged in the first screw, so that the first screw, a first screw nut and the first ball are combined into a first ball screw pair; and a second ball which can be in rolling contact with a thread groove of the second screw is arranged in the second screw, so that the second screw, the second screw nut and the second ball are combined into a second ball screw pair.

The steering driving shaft is driven to rotate when the steering handle rotates, the longitudinal transmission shaft is driven to rotate through a fourth meshing transmission assembly by the rotation of the steering driving shaft, and the transverse transmission shaft is driven to rotate by the rotation of the longitudinal transmission shaft through the first meshing transmission assembly.

The rotation of the transverse transmission shaft drives the first lead screw to rotate through the left front third meshing transmission assembly, and the first lead screw rotates to drive the first lead screw nut to move along the axial direction of the first lead screw so as to drive the first vibration absorber to stretch or compress; the rotation of the transverse transmission shaft drives the second lead screw to rotate through the right front third meshing transmission assembly, and the second lead screw rotates to drive the second lead screw nut to move along the axial direction of the second lead screw so as to drive the second vibration absorber to stretch or compress.

The first meshing transmission assembly comprises a first worm wheel and a first worm meshed with the first worm wheel, the first worm wheel is fixed on the transverse transmission shaft, and the first worm is fixed on the longitudinal transmission shaft.

The left front third meshing transmission assembly comprises a left front third input gear connected to the left end of the transverse transmission shaft and a left front third output gear fixed on the first lead screw and meshed with the left front third input gear; the right front third meshing transmission assembly comprises a right front third input gear connected to the right end of the transverse transmission shaft and a right front third output gear fixed on the second lead screw and meshed with the right front third input gear.

That is, in the sixth embodiment, the screw-nut pair in the fourth embodiment is replaced with a ball screw pair.

In some modified embodiments of the sixth embodiment, the torque input mechanism directly provides torque without the aid of a steering drive. At this time, the torque input mechanism directly drives the damper driving mechanism, for example, the damper driving mechanism is directly driven by a motor; alternatively, the torque input mechanism directly drives the transverse transmission shaft to rotate, for example, by a motor.

In other embodiments, the power device of the vehicle can be directly integrated on the driving wheel, and the structure is simpler by adopting wheel-edge driving. In this case, the drive wheels are directly driven by the drive motor, so that the drive shaft and the torque transmission mechanism in the travel drive system of the above embodiment can be omitted.

The present invention is described in the embodiments of the vehicle, which are all wheel-type vehicles (e.g., a bicycle, a recumbent bicycle, and an electric bicycle). That is, in the above embodiment, the traveling mechanisms are all wheels.

However, the techniques of the present invention are equally applicable to vehicles such as skis, boats, and water motorcycles.

The running gear for driving may be a wheel-tooth drive wheel or a track wheel, and the running gear for steering may be a sled, corresponding to a sled vehicle.

The running gear for driving can be a roller type floating wheel and the running gear for steering can be a streamline buoy corresponding to water vehicles such as ships, water motorcycles and the like.

Vehicles such as skibob, boats, and water-borne motorcycles are preferably forward-rotating and backward-driving.

The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.

Claims

1. A balance driving device is used for balance control of a carrier during steering driving and is characterized by comprising a torque input mechanism, a vibration damper driving mechanism and a vibration damper;

2. The balance drive of claim 1 wherein the torque input mechanism comprises a transverse drive shaft extending in a left-right direction of the frame and a first geared drive assembly; the track shaft is a sliding shaft which is fixed on the rack and extends along the height direction of the rack, the torque output end comprises a sliding block which is arranged on the sliding shaft in a sliding mode, the first end of the shock absorber is hinged to the sliding block, and the torque input end comprises a second meshing transmission assembly which is connected between one end of the transverse transmission shaft and the sliding block;

3. The balance drive of claim 2 wherein the second geared drive assembly includes a second input gear coupled to one end of the transverse drive shaft and a rack secured to the slide and geared with the second input gear; in the alternative, the first and second sets of the first,

4. The balance drive of claim 1 wherein the torque input mechanism comprises a transverse drive shaft extending in a left-right direction of the frame and a first geared drive assembly; the track shaft is a screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the torque output end comprises a nut which is in threaded connection with the screw rod, the first end of the shock absorber is hinged on the nut, and the torque input end comprises a third meshing transmission assembly which is connected between one end of the transverse transmission shaft and the screw rod;

5. The balance drive of claim 1 wherein the torque input mechanism comprises a transverse drive shaft extending in a left-right direction of the frame and a first geared drive assembly; the track shaft is a lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the torque output end comprises a lead screw nut which is in threaded connection with the lead screw, the first end of the shock absorber is hinged on the lead screw nut, and the torque input end comprises a third meshing transmission assembly which is connected between one end of the transverse transmission shaft and the lead screw;

6. The balance drive of any one of claims 2 to 5 wherein the first meshing transmission assembly comprises a worm wheel and a worm meshing with the worm wheel, the worm wheel being fixed to the transverse transmission shaft; in the alternative, the first and second sets of the first,

7. An active balance driving system is characterized by comprising a steering driving device and a balance driving device;

8. A carrier is characterized by comprising a rack, a steering driving device, a first traveling mechanism, a second traveling mechanism, a third traveling mechanism, a fourth traveling mechanism and a balance driving device, wherein the balance driving device comprises a first torque input mechanism, a second torque input mechanism, a first shock absorber, a second shock absorber, a third shock absorber, a fourth shock absorber, a first shock absorber driving mechanism, a second shock absorber driving mechanism, a third shock absorber driving mechanism and a fourth shock absorber driving mechanism; the first traveling mechanism and the second traveling mechanism are opposite left and right, the third traveling mechanism and the fourth traveling mechanism are opposite left and right, the first traveling mechanism and the third traveling mechanism are positioned on the left side of the rack, and the second traveling mechanism and the fourth traveling mechanism are positioned on the right side of the rack;

9. The vehicle of claim 8, wherein the first torque input mechanism includes a first transverse drive shaft extending in a side-to-side direction of the frame and a forward first engagement drive assembly; the second torque input mechanism comprises a second transverse transmission shaft and a rear first meshing transmission assembly, and the second transverse transmission shaft extends along the left-right direction of the rack; the steering driving device comprises a steering handle, a steering driving shaft, a fourth meshing transmission assembly and a longitudinal transmission shaft, the longitudinal transmission shaft extends along the front-back direction of the rack, the front side first meshing transmission assembly is connected between the middle part of the first transverse transmission shaft and the front end of the longitudinal transmission shaft, and the rear side first meshing transmission assembly is connected between the middle part of the second transverse transmission shaft and the rear end of the longitudinal transmission shaft;

the first track shaft is a first sliding shaft which is fixed on the rack and extends along the height direction of the rack, the first torque output end comprises a first sliding block which is arranged on the first sliding shaft in a sliding mode, the first end of the first shock absorber is hinged to the first sliding block, and the first torque input end comprises a left front second meshing transmission component which is connected between the left end of the first transverse transmission shaft and the first sliding block; the second track shaft is a second sliding shaft which is fixed on the rack and extends along the height direction of the rack, the second torque output end comprises a second sliding block which is arranged on the second sliding shaft in a sliding mode, the first end of the second shock absorber is hinged to the second sliding block, and the second torque input end comprises a right front second meshing transmission assembly which is connected between the right end of the first transverse transmission shaft and the second sliding block; the third track shaft is a third sliding shaft which is fixed on the rack and extends along the height direction of the rack, the third moment output end comprises a third sliding block which is arranged on the third sliding shaft in a sliding manner, the first end of a third shock absorber is hinged on the third sliding block, and the third moment input end comprises a left rear second meshing transmission component which is connected between the left end of the second transverse transmission shaft and the third sliding block; the fourth track shaft is a fourth sliding shaft which is fixed on the rack and extends along the height direction of the rack, the fourth moment output end comprises a fourth sliding block which is arranged on the fourth sliding shaft in a sliding mode, the first end of a fourth shock absorber is hinged to the fourth sliding block, and the fourth moment input end comprises a right rear second meshing transmission assembly which is connected between the right end of the second transverse transmission shaft and the fourth sliding block;

the steering handle drives the steering driving shaft to rotate when rotating, the rotation of the steering driving shaft drives the longitudinal transmission shaft to rotate through a fourth meshing transmission assembly, and the rotation of the longitudinal transmission shaft drives the first transverse transmission shaft and the second transverse transmission shaft to rotate respectively after being reversed through the front first meshing transmission assembly and the rear first meshing transmission assembly;

the rotation of the first transverse transmission shaft drives the first sliding block to move along the axial direction of the first sliding shaft through the left front second meshing transmission assembly so as to drive the first shock absorber to stretch or compress; the rotation of the first transverse transmission shaft drives the second sliding block to move along the axial direction of the second sliding shaft through the right front second meshing transmission assembly so as to drive the second damper to stretch or compress; the rotation of the second transverse transmission shaft drives the third slide block to move along the axial direction of the third sliding shaft through the left rear second meshing transmission assembly so as to drive the third shock absorber to stretch or compress; the rotation of the second transverse transmission shaft drives the fourth sliding block to move along the axial direction of the fourth sliding shaft through the right rear second meshing transmission assembly so as to drive the fourth shock absorber to stretch or compress;

the front first meshing transmission assembly comprises a front first worm wheel and a front first worm meshed with the front first worm wheel, the front first worm wheel is fixed on the first transverse transmission shaft, and the front first worm is fixed on the longitudinal transmission shaft;

the rear first meshing transmission assembly comprises a rear first worm wheel and a rear first worm meshed with the rear first worm wheel, the rear first worm wheel is fixed on the second transverse transmission shaft, and the rear first worm is fixed on the longitudinal transmission shaft;

the left front second meshing transmission assembly comprises a left front second input gear connected to the left end of the first transverse transmission shaft and a left front rack fixed on the first sliding block and meshed with the left front second input gear; the right front second meshing transmission assembly comprises a right front second input gear connected to the right end of the first transverse transmission shaft, a right front rack fixed on the second sliding block and a right front reversing gear meshed between the right front second input gear and the right front rack, and the right front reversing gear is rotatably supported on the rack; the left rear second meshing transmission assembly comprises a left rear second input gear connected to the left end of the second transverse transmission shaft and a left rear rack fixed on the third sliding block and meshed with the left rear second input gear; the right rear second meshing transmission assembly comprises a right rear second input gear connected to the right end of the second transverse transmission shaft, a right rear rack fixed on the fourth sliding block and a right rear reversing gear meshed between the right rear second input gear and the right rear rack, and the right rear reversing gear is rotatably supported on the rack.

10. The vehicle of claim 8, wherein the first torque input mechanism includes a first transverse drive shaft extending in a side-to-side direction of the frame and a forward first engagement drive assembly; the second torque input mechanism comprises a second transverse transmission shaft and a rear first meshing transmission assembly, and the second transverse transmission shaft extends along the left-right direction of the rack; the steering driving device comprises a steering handle, a steering driving shaft, a fourth meshing transmission assembly and a longitudinal transmission shaft, the longitudinal transmission shaft extends along the front-back direction of the rack, the front side first meshing transmission assembly is connected between the middle part of the first transverse transmission shaft and the front end of the longitudinal transmission shaft, and the rear side first meshing transmission assembly is connected between the middle part of the second transverse transmission shaft and the rear end of the longitudinal transmission shaft;

the first track shaft is a first screw rod which is rotatably supported on the frame and extends along the height direction of the frame, the first torque output end comprises a first nut which is in threaded connection with the first screw rod, the first end of the first shock absorber is hinged on the first nut, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the first transverse transmission shaft and the first screw rod; the second track shaft is a second screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the second torque output end comprises a second nut which is in threaded connection with the second screw rod, the first end of the second damper is hinged on the second nut, and the second torque input end comprises a right front third meshing transmission component which is connected between the right end of the first transverse transmission shaft and the second screw rod; the third track shaft is a third screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the third torque output end comprises a third nut which is in threaded connection with the third screw rod, the first end of a third shock absorber is hinged on the third nut, and the third torque input end comprises a left rear third meshing transmission component which is connected between the left end of the second transverse transmission shaft and the third screw rod; the fourth track shaft is a fourth screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the fourth torque output end comprises a fourth nut which is in threaded connection with the fourth screw rod, the first end of a fourth shock absorber is hinged to the fourth nut, and the fourth torque input end comprises a right rear third meshing transmission component which is connected between the right end of the second transverse transmission shaft and the fourth screw rod;

the rotation of the first transverse transmission shaft drives the first screw rod to rotate through the left front third meshing transmission assembly, and the first screw rod rotates to drive the first nut to move along the axial direction of the first screw rod so as to drive the first shock absorber to stretch or compress; the rotation of the first transverse transmission shaft drives the second screw rod to rotate through the right front third meshing transmission assembly, and the second screw rod rotates to drive the second nut to move along the axial direction of the second screw rod so as to drive the second shock absorber to stretch or compress; the rotation of the second transverse transmission shaft drives the third screw to rotate through the left rear third meshing transmission assembly, and the third screw rotates to drive the third nut to move along the axial direction of the third screw so as to drive the third damper to stretch or compress; the rotation of the second transverse transmission shaft drives the fourth screw to rotate through the right rear third meshing transmission assembly, and the fourth screw rotates to drive the fourth nut to move along the axial direction of the fourth screw so as to drive the fourth damper to stretch or compress;

the front first meshing transmission assembly comprises a front first worm wheel and a front first worm meshed with the front first worm wheel, the front first worm wheel is fixed on the first transverse transmission shaft, and the front first worm is fixed on the longitudinal transmission shaft; or, the front first meshing transmission assembly comprises a front first input gear and a front first output gear meshed with the front first input gear, the front first input gear is fixed on the longitudinal transmission shaft, the front first output gear is fixed on the first transverse transmission shaft, and the front first input gear and the front first output gear are vertically staggered;

the rear first meshing transmission assembly comprises a rear first worm wheel and a rear first worm meshed with the rear first worm wheel, the rear first worm wheel is fixed on the second transverse transmission shaft, and the rear first worm is fixed on the longitudinal transmission shaft; or, the rear first meshing transmission assembly comprises a rear first input gear and a rear first output gear meshed with the rear first input gear, the rear first input gear is fixed on the longitudinal transmission shaft, the rear first output gear is fixed on the second transverse transmission shaft, and the rear first input gear and the rear first output gear are vertically staggered;

the left front third meshing transmission assembly comprises a left front third input gear connected to the left end of the first transverse transmission shaft and a left front third output gear fixed on the first screw and meshed with the left front third input gear; the right front third meshing transmission assembly comprises a right front third input gear connected to the right end of the first transverse transmission shaft and a right front third output gear fixed on the second screw and meshed with the right front third input gear; the left rear third meshing transmission assembly comprises a left rear third input gear connected to the left end of the second transverse transmission shaft and a left rear third output gear fixed on the third screw and meshed with the left rear third input gear; the right rear third meshing transmission assembly comprises a right rear third input gear connected to the right end of the second transverse transmission shaft and a right rear third output gear fixed to the fourth screw and meshed with the right rear third input gear.

11. The vehicle of claim 8, wherein the first torque input mechanism includes a first transverse drive shaft extending in a side-to-side direction of the frame and a forward first engagement drive assembly; the second torque input mechanism comprises a second transverse transmission shaft and a rear first meshing transmission assembly, and the second transverse transmission shaft extends along the left-right direction of the rack; the steering driving device comprises a steering handle, a steering driving shaft, a fourth meshing transmission assembly and a longitudinal transmission shaft, the longitudinal transmission shaft extends along the front-back direction of the rack, the front side first meshing transmission assembly is connected between the middle part of the first transverse transmission shaft and the front end of the longitudinal transmission shaft, and the rear side first meshing transmission assembly is connected between the middle part of the second transverse transmission shaft and the rear end of the longitudinal transmission shaft;

the first track shaft is a first lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the first torque output end comprises a first lead screw nut which is in threaded connection with the first lead screw, the first end of the first shock absorber is hinged to the first lead screw nut, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the first transverse transmission shaft and the first lead screw; the second track shaft is a second lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the second torque output end comprises a second lead screw nut which is in threaded connection with the second lead screw, the first end of the second shock absorber is hinged on the second lead screw nut, and the second torque input end comprises a front right third meshing transmission assembly which is connected between the right end of the first transverse transmission shaft and the second lead screw; the third track shaft is a third lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the third moment output end comprises a third lead screw nut which is in threaded connection with the third lead screw, the first end of a third shock absorber is hinged on the third lead screw nut, and the third moment input end comprises a left rear third meshing transmission assembly which is connected between the left end of the second transverse transmission shaft and the third lead screw; the fourth track shaft is a fourth lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the fourth moment output end comprises a fourth lead screw nut which is in threaded connection with the fourth lead screw, the first end of the fourth shock absorber is hinged to the fourth lead screw nut, and the fourth moment input end comprises a right rear third meshing transmission component which is connected between the right end of the second transverse transmission shaft and the fourth lead screw; a first ball which can be in rolling contact with a thread groove of the first screw is arranged in the first screw, so that the first screw, a first screw nut and the first ball are combined into a first ball screw pair; a second ball which can be in rolling contact with a thread groove of the second screw is arranged in the second screw, so that the second screw, a second screw nut and the second ball are combined into a second ball screw pair; a third ball which can be in rolling contact with a thread groove of the third screw is arranged in the third screw, so that the third screw, a third screw nut and the third ball are combined into a third ball screw pair; a fourth ball which can be in rolling contact with a thread groove of the fourth screw is arranged in the fourth screw, so that the fourth screw, a fourth screw nut and the fourth ball are combined into a fourth ball screw pair;

the first transverse transmission shaft rotates to drive the first lead screw to rotate through the left front third meshing transmission assembly, and the first lead screw rotates to drive the first lead screw nut to move along the axial direction of the first lead screw so as to drive the first shock absorber to stretch or compress; the rotation of the first transverse transmission shaft drives the second lead screw to rotate through the right front third meshing transmission assembly, and the second lead screw rotates to drive the second lead screw nut to move along the axial direction of the second lead screw so as to drive the second vibration absorber to stretch or compress; the rotation of the second transverse transmission shaft drives the third lead screw to rotate through the left rear third meshing transmission assembly, and the third lead screw rotates to drive the third lead screw nut to move along the axial direction of the third lead screw so as to drive the third damper to stretch or compress; the rotation of the second transverse transmission shaft drives the fourth lead screw to rotate through the right rear third meshing transmission assembly, and the fourth lead screw rotates to drive the fourth lead screw nut to move along the axial direction of the fourth lead screw so as to drive the fourth damper to stretch or compress;

12. A carrying tool is characterized by comprising a rack, a steering driving device, a first traveling mechanism, a second traveling mechanism, a third shock absorber and a balance driving device, wherein the balance driving device comprises a torque input mechanism, a first shock absorber, a second shock absorber, a first shock absorber driving mechanism and a second shock absorber driving mechanism; the first travelling mechanism is opposite to the second travelling mechanism in the left-right direction;

13. The vehicle of claim 12, wherein the torque input mechanism includes a transverse drive shaft extending in a left-right direction of the frame and a first engagement drive assembly; the steering driving device comprises a steering handle, a steering driving shaft, a fourth meshing transmission assembly and a longitudinal transmission shaft, the longitudinal transmission shaft extends along the front-back direction of the rack, and the first meshing transmission assembly is connected between the middle part of the transverse transmission shaft and the longitudinal transmission shaft;

the first track shaft is a first sliding shaft which is fixed on the rack and extends along the height direction of the rack, the first torque output end comprises a first sliding block which is arranged on the first sliding shaft in a sliding mode, the first end of the first shock absorber is hinged to the first sliding block, and the first torque input end comprises a left front second meshing transmission component which is connected between the left end of the transverse transmission shaft and the first sliding block; the second track shaft is a second sliding shaft which is fixed on the rack and extends along the height direction of the rack, the second torque output end comprises a second sliding block which is arranged on the second sliding shaft in a sliding mode, the first end of the second shock absorber is hinged to the second sliding block, and the second torque input end comprises a right front second meshing transmission assembly which is connected between the right end of the transverse transmission shaft and the second sliding block;

the steering driving shaft is driven to rotate when the steering handle rotates, the longitudinal transmission shaft is driven to rotate by the rotation of the steering driving shaft through a fourth meshing transmission assembly, and the transverse transmission shaft is driven to rotate after the rotation of the longitudinal transmission shaft is reversed through the first meshing transmission assembly;

the rotation of the transverse transmission shaft drives the first sliding block to move along the axial direction of the first sliding shaft through the left front second meshing transmission assembly so as to drive the first damper to stretch or compress; the rotation of the transverse transmission shaft drives the second sliding block to move along the axial direction of the second sliding shaft through the right front second meshing transmission assembly so as to drive the second damper to stretch or compress;

the first meshing transmission assembly comprises a front first worm wheel and a first worm meshed with the first worm wheel, the first worm wheel is fixed on the transverse transmission shaft, and the first worm is fixed on the longitudinal transmission shaft;

the left front second meshing transmission assembly comprises a left front second input gear connected to the left end of the transverse transmission shaft and a left front rack fixed on the first sliding block and meshed with the left front second input gear; the right front second meshing transmission assembly comprises a right front second input gear connected to the right end of the transverse transmission shaft, a right front rack fixed on the second sliding block and a right front reversing gear meshed between the right front second input gear and the right front rack, and the right front reversing gear is rotatably supported on the rack.

14. The vehicle of claim 12, wherein the torque input mechanism includes a transverse drive shaft extending in a left-right direction of the frame and a first engagement drive assembly; the steering driving device comprises a steering handle, a steering driving shaft, a fourth meshing transmission assembly and a longitudinal transmission shaft, the longitudinal transmission shaft extends along the front-back direction of the rack, and the first meshing transmission assembly is connected between the middle part of the transverse transmission shaft and the longitudinal transmission shaft;

the first track shaft is a first screw rod which is rotatably supported on the frame and extends along the height direction of the frame, the first torque output end comprises a first nut which is in threaded connection with the first screw rod, the first end of the first damper is hinged on the first nut, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the transverse transmission shaft and the first screw rod; the second track shaft is a second screw rod which is rotatably supported on the rack and extends along the height direction of the rack, the second torque output end comprises a second nut which is in threaded connection with the second screw rod, the first end of the second damper is hinged on the second nut, and the second torque input end comprises a right front third meshing transmission component which is connected between the right end of the transverse transmission shaft and the second screw rod;

the rotation of the transverse transmission shaft drives the first screw rod to rotate through the left front third meshing transmission assembly, and the first screw rod rotates to drive the first nut to move along the axial direction of the first screw rod so as to drive the first damper to stretch or compress; the rotation of the transverse transmission shaft drives the second screw rod to rotate through the right front third meshing transmission component, and the second screw rod rotates to drive the second nut to move along the axial direction of the second screw rod so as to drive the second damper to stretch or compress;

the first meshing transmission assembly comprises a first worm wheel and a first worm meshed with the first worm wheel, the first worm wheel is fixed on the transverse transmission shaft, and the first worm is fixed on the longitudinal transmission shaft; or, the first meshing transmission assembly comprises a first input gear and a first output gear meshed with the first input gear, and the first input gear and the first output gear are vertically staggered;

the left front third meshing transmission assembly comprises a left front third input gear connected to the left end of the transverse transmission shaft and a left front third output gear fixed on the first screw and meshed with the left front third input gear; the right front third meshing transmission assembly comprises a right front third input gear connected to the right end of the transverse transmission shaft and a right front third output gear fixed on the second screw and meshed with the right front third input gear.

15. The vehicle of claim 12, wherein the torque input mechanism includes a transverse drive shaft extending in a left-right direction of the frame and a first engagement drive assembly; the steering driving device comprises a steering handle, a steering driving shaft, a fourth meshing transmission assembly and a longitudinal transmission shaft, the longitudinal transmission shaft extends along the front-back direction of the rack, and the first meshing transmission assembly is connected between the middle part of the transverse transmission shaft and the longitudinal transmission shaft;

the first track shaft is a first lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the first torque output end comprises a first lead screw nut which is in threaded connection with the first lead screw, the first end of the first shock absorber is hinged to the first lead screw nut, and the first torque input end comprises a left front third meshing transmission component which is connected between the left end of the transverse transmission shaft and the first lead screw; the second track shaft is a second lead screw which is rotatably supported on the rack and extends along the height direction of the rack, the second torque output end comprises a second lead screw nut which is in threaded connection with the second lead screw, the first end of the second shock absorber is hinged on the second lead screw nut, and the second torque input end comprises a front right third meshing transmission component which is connected between the right end of the transverse transmission shaft and the second lead screw; a first ball which can be in rolling contact with a thread groove of the first screw is arranged in the first screw, so that the first screw, a first screw nut and the first ball are combined into a first ball screw pair; a second ball which can be in rolling contact with a thread groove of the second screw is arranged in the second screw, so that the second screw, a second screw nut and the second ball are combined into a second ball screw pair;

the rotation of the transverse transmission shaft drives the first lead screw to rotate through the left front third meshing transmission assembly, and the first lead screw rotates to drive the first lead screw nut to move along the axial direction of the first lead screw so as to drive the first vibration absorber to stretch or compress; the rotation of the transverse transmission shaft drives the second lead screw to rotate through the right front third meshing transmission assembly, and the second lead screw rotates to drive the second lead screw nut to move along the axial direction of the second lead screw so as to drive the second vibration absorber to stretch or compress;

the first meshing transmission assembly comprises a first worm wheel and a first worm meshed with the first worm wheel, the first worm wheel is fixed on the transverse transmission shaft, and the first worm is fixed on the longitudinal transmission shaft;