Vehicle with active balance control
阅读说明：本技术 一种主动平衡控制的车辆 (Vehicle with active balance control ) 是由 任治国 于 2018-08-13 设计创作，主要内容包括：本发明提供一种主动平衡控制的车辆,包括底盘、车厢、车轮和主动稳定装置,底盘安装于车厢下方,主动稳定装置设置于底盘上,其中两个车轮与主动稳定装置连接,驱动单元设置于底盘上,主动平衡梁沿着水平且垂直于车身纵向轴线的方向铰接于底盘上,主动平衡梁与驱动单元连接,上摇臂沿着竖直且垂直于车身纵向轴线的方向铰接于底盘上,上摇臂的一端与主动平衡梁连接,下摇臂沿着水平且平行于车身纵向轴线的方向设置,下摇臂的一端与上摇臂的另一端连接,下摇臂的另一端与车轮连接。本发明具有更高的稳定性和安全性,简化了设计,便于实现完全自动的横向稳定与平衡控制,简化了驾驶员的操作。(The invention provides an active balance control vehicle which comprises a chassis, a carriage, wheels and an active stabilizing device, wherein the chassis is arranged below the carriage, the active stabilizing device is arranged on the chassis, two wheels are connected with the active stabilizing device, a driving unit is arranged on the chassis, the active balancing beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of a vehicle body, the active balancing beam is connected with the driving unit, an upper rocker arm is hinged on the chassis along the direction which is vertical and vertical to the longitudinal axis of the vehicle body, one end of the upper rocker arm is connected with the active balancing beam, a lower rocker arm is arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower rocker arm is connected with the other end of the upper rocker arm, and the other end. The invention has higher stability and safety, simplifies the design, is convenient for realizing fully automatic transverse stability and balance control, and simplifies the operation of a driver.)
1. An actively balance controlled vehicle, the vehicle comprising a chassis, a cabin, wheels and an active stabilizing device, the chassis being mounted below the cabin, the active stabilizing device being disposed on the chassis, wherein two of the wheels are connected to the active stabilizing device, the active stabilizing device comprising:
the driving unit is arranged on the chassis;
the driving balance beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body, and the driving balance beam is connected with the driving unit;
the upper rocker arm is arranged along the direction which is vertical and vertical to the longitudinal axis of the vehicle body, one end of the upper rocker arm is connected to the chassis, and the other end of the upper rocker arm is connected with the driving balance beam;
the lower rocker arm is arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower rocker arm is connected with one end of the upper rocker arm or connected with the chassis, and the other end of the lower rocker arm is connected with the wheels.
2. The active balance controlled vehicle of claim 1 wherein the drive unit is a balance drive, one end of the balance drive is hinged to the chassis and the other end of the balance drive is hinged to the active balance beam.
3. The actively balance controlled vehicle of claim 1 wherein said drive unit is a rotary drive connected to a chassis and connected to said active equalizer bar by a vertically disposed hinge axis.
4. The actively balance controlled vehicle of claim 1 wherein both ends of said active balance beam are connected to one end of said upper rocker arm by a first shock absorber, respectively, said first shock absorber being disposed in a direction horizontal and parallel to said longitudinal axis of said vehicle body; the upper rocker arm and the lower rocker arm are fixedly connected together and hinged on the chassis.
5. The active balance control vehicle according to claim 1, wherein two ends of the active balance beam are respectively connected with one end of the upper rocker arm through a driving connecting rod, the driving connecting rods are arranged along a direction which is horizontal and parallel to the longitudinal axis of the vehicle body, the upper rocker arm and the lower rocker arm are hinged with the chassis or respectively hinged with the chassis, and one ends of the upper rocker arm and the lower rocker arm, which are far away from the hinged point, are connected through a third shock absorber.
6. The active balance control vehicle according to claim 1, wherein two ends of the active balance beam are respectively formed as a sliding hinge, one end of the upper rocker arm is correspondingly formed as a hinge joint matched with the sliding hinge, the upper rocker arm and the lower rocker arm are hinged with each other or are respectively hinged on the chassis, and one ends of the upper rocker arm and the lower rocker arm far away from the hinge joint are connected through a fourth shock absorber.
7. The actively balanced control vehicle of claim 1, further comprising a drive system including a drive motor, a differential, a driveshaft, a front drive wheel, a rear drive wheel, and a drive belt, wherein the drive motor and the differential are disposed at a bottom of the chassis, and the drive motor is coupled to the differential; one ends of the two transmission shafts are respectively connected with the differential mechanism, and the other ends of the two transmission shafts are respectively connected with the front driving wheel; the rear driving wheel is arranged on the wheel and connected with the front driving wheel through a driving belt.
8. The actively balance controlled vehicle of claim 1 further comprising a steering device, said steering device comprising a steering wheel, a linkage assembly, a rack and pinion housing, a steering pushrod, and a steerable wheel bracket, said steering wheel being connected to said rack and pinion housing through said linkage assembly, said rack and pinion housing being connected to one end of said steering pushrod, said other end of said steering pushrod being connected to said steerable wheel bracket, one of said wheels being secured to said steerable wheel bracket; or the steering device comprises a steering wheel, a linkage assembly and a steering wheel support, the steering wheel is connected with the steering wheel support through the linkage assembly, and one of the wheels is fixed on the steering wheel support.
9. The actively balance controlled vehicle of claim 8 wherein the wheels are three, a first wheel located at one end of the vehicle on the longitudinal axis of the body, two second wheels symmetrically disposed about the longitudinal axis of the body at an opposite end of the vehicle, the active stabilization device being coupled to each of the second wheels, the steering wheel being disposed proximate one end of the first wheel or proximate one end of the second wheel.
10. The actively balance controlled vehicle of claim 1 further comprising a control device, said control device comprising:
a speed pedal and a brake pedal;
the vehicle control unit is connected with the speed pedal and the brake pedal and calculates and controls the running speed of the vehicle according to the treading degree of the speed pedal;
the wheel rotating speed sensor is arranged on the wheel to measure rotating speed data of the wheel in real time;
the steering wheel angle sensor is arranged on a steering wheel or a steering wheel bracket to measure the rotation angle data of the steering wheel or the steering wheel bracket in real time;
a vehicle body inclination angle measuring device that measures an actual lateral inclination angle of the vehicle in real time;
and the balance controller calculates the expected inclination angle of the vehicle according to the rotating speed data of the vehicle and the rotating angle data of the steering wheel or the steering wheel bracket, and controls the output torque or the motion state of the active stabilizer according to the difference value of the actual transverse inclination angle data and the expected inclination angle data.
Technical Field
The present invention relates to a vehicle, and more particularly to an actively balance controlled vehicle.
Background
With the increasing of the automobile reserves in cities, vehicles running on roads are more and more, the traffic situation is more and more severe, the pollution situation is more and more severe, on one hand, traffic jam becomes a aeipathia of a lot of urban traffic, and on the other hand, parking is more and more difficult due to dense population, limited living space and increasing automobile reserves. Conventional private cars usually have four or more passenger seats, and the cockpit usually comprises a main driver seat and a secondary driver seat which are arranged in parallel, and the width and the size of the whole car are wider and larger. However, according to statistics, in the current traffic travel situation, especially in daily commutes of cities, a majority of individuals travel in short distance, one car usually has only one to two passengers, and for the car models with four seats or more than four seats, there is a great travel resource waste. For most of the transportation demands, the space size requirement of the transportation means is small, and the design of a single-seat or double-seat miniature automobile is enough to meet the demands of individual short-distance transportation. Meanwhile, the design of the miniaturized automobile can effectively reduce congestion, facilitate parking, realize parking space sharing, save space, reduce emission and contribute to energy conservation and environmental protection.
For a miniaturized automobile with only two seats, when the seats are arranged in a longitudinal mode instead of a parallel mode, the transverse size of the automobile body is narrowed, so that the space is saved, and driving and parking are facilitated. However, it should be noted that for four or more cars, the wider wheel spacing for cornering or uneven road surface enables the car to remain relatively stable and not easily roll over due to the wider lateral dimension. For the miniature automobile with the tandem layout, the transverse width is narrow, the transverse wheel spacing is even half of that of an ordinary automobile, and the automobile is easy to turn over due to the action of centrifugal force during turning.
In order to solve the problems, the prior art uses the principle of a two-wheeled motorcycle for reference, a driver actively changes the gravity center of the body during turning to incline the motorcycle, and the inclined state can well overcome the centrifugal force under the skilled control of the driver, so that the motorcycle is always kept in balance. Similar to the principle of balancing motorcycles, some of the prior art three-or four-wheeled motorcycles have been designed in recent years to use a body tilting technique to improve the running stability of the vehicle. However, the active stabilizer of such vehicles is usually directly connected to the vehicle body, and is easily impacted by each wheel from the ground, and the driving device is complicated and distributed to realize the tilt control, so that the vehicle body of such vehicles has complicated design, poor lateral stability and poor safety, and is very easy to overturn particularly when driving on a curve. In addition, such vehicles often require shifting the center of gravity of the driver or maintaining the stability of the vehicle through complicated operations, and it is difficult to achieve the comfort and stability of the conventional automobile driving.
Disclosure of Invention
The invention aims to provide an active balance control vehicle, so as to solve the problems of poor stability and difficult control of a minicar in the prior art.
In order to solve the above technical problem, a technical solution of the present invention is to provide an active balance controlled vehicle, including a chassis, a car, wheels, and an active stabilizing device, wherein the chassis is installed below the car, the active stabilizing device is disposed on the chassis, two of the wheels are connected to the active stabilizing device, and the active stabilizing device includes:
the driving unit is arranged on the chassis;
the driving balance beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body and is connected with the driving unit;
the upper rocker arm is arranged along the direction which is vertical and vertical to the longitudinal axis of the vehicle body, one end of the upper rocker arm is connected to the chassis, and the other end of the upper rocker arm is connected with the driving balance beam;
the lower rocker arm is arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower rocker arm is connected with one end of the upper rocker arm or connected with the chassis, and the other end of the lower rocker arm is connected with the wheels.
According to one embodiment of the invention, the drive unit is a balance drive, one end of which is hinged to the chassis and the other end of which is hinged to the active balance beam.
According to another embodiment of the invention, the drive unit is a rotary drive which is connected to the chassis and to the drive equalizer bar by means of a vertically arranged hinge axis.
According to one embodiment of the invention, two ends of the active balance beam are respectively connected with one end of the upper rocker arm through first shock absorbers, and the first shock absorbers are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body; the upper rocker arm and the lower rocker arm are fixedly connected together and hinged on the chassis.
According to one embodiment of the invention, two ends of the driving balance beam are respectively connected with one end of the upper rocker arm through a driving connecting rod, the driving connecting rods are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, the upper rocker arm and the lower rocker arm are hinged or respectively hinged to the chassis, and one ends, far away from the hinged point, of the upper rocker arm and the lower rocker arm are connected through a third shock absorber.
According to one embodiment of the invention, two ends of the driving balance beam are respectively formed into a sliding hinge part, one end of the upper rocker arm is correspondingly formed into a hinge joint matched with the sliding hinge part, the upper rocker arm and the lower rocker arm are hinged or respectively hinged on the chassis, and one ends of the upper rocker arm and the lower rocker arm far away from the hinge joint are connected through a fourth shock absorber.
According to one embodiment of the invention, the vehicle further comprises a driving system, wherein the driving system comprises a driving motor, a differential mechanism, a transmission shaft, a front transmission wheel, a rear transmission wheel and a transmission belt, the driving motor and the differential mechanism are arranged at the bottom of the chassis, and the driving motor is connected with the differential mechanism; one ends of the two transmission shafts are respectively connected with the differential, and the other ends of the two transmission shafts are respectively connected with the front transmission wheel; the rear driving wheel is arranged on the wheel and connected with the front driving wheel through a driving belt.
According to one embodiment of the invention, the vehicle further comprises a steering device, the steering device comprises a steering wheel, a linkage assembly, a rack and pinion box, a steering push rod and a steering wheel bracket, the steering wheel is connected with the rack and pinion box through the linkage assembly, the rack and pinion box is connected with one end of the steering push rod, the other end of the steering push rod is connected with the steering wheel bracket, and one wheel is fixed on the steering wheel bracket; or the steering device comprises a steering wheel, a linkage assembly and a steering wheel support, the steering wheel is connected with the steering wheel support through the linkage assembly, and one of the wheels is fixed on the steering wheel support.
According to one embodiment of the invention, the number of wheels is three, wherein a first wheel is located on the longitudinal axis of the vehicle body at one end of the vehicle, two second wheels are symmetrically arranged with respect to the longitudinal axis of the vehicle body at the opposite end of the vehicle, the active stabilizing devices are respectively connected with the second wheels, and the steering wheel is arranged near one end of the first wheel or near one end of the second wheel.
According to one embodiment of the present invention, the vehicle further includes a control device including:
a speed pedal and a brake pedal;
the vehicle control unit is connected with the speed pedal and the brake pedal and calculates and controls the running speed of the vehicle according to the treading degree of the speed pedal;
the wheel rotating speed sensor is arranged on the wheel to measure the rotating speed data of the wheel in real time;
the steering wheel angle sensor is arranged on a steering wheel or a steering wheel bracket to measure the rotation angle data of the steering wheel or the steering wheel bracket in real time;
the vehicle body inclination angle measuring device measures the actual transverse inclination angle of the vehicle in real time;
and the balance controller calculates the expected inclination angle of the vehicle according to the rotating speed data of the vehicle and the rotating angle data of the steering wheel or the steering wheel bracket, and controls the active stabilizing device to output torque or a motion state according to the difference value of the actual transverse inclination angle data and the expected inclination angle data.
According to the vehicle with the active balance control, the carriage and the wheels can be inclined synchronously through the active stabilizing device, so that the whole vehicle has higher stability and safety compared with the existing tiltable tricycles and other vehicles; meanwhile, the design of the active balancing device is simplified; the impact of the jumping wheels on the vehicle body is effectively relieved; the driving stabilizing device is convenient for realizing completely automatic transverse stabilization and balance control, simplifies the operation of a driver, and the driver only needs to control the driving direction and speed, thereby being convenient for driving.
Drawings
FIG. 1 is a schematic side view of an actively balance controlled vehicle according to one embodiment of the present disclosure;
FIG. 2 is a schematic perspective view of the vehicle according to the active balancing control of FIG. 1, with the cabin not shown;
FIG. 3 is a schematic perspective view of an active stabilization device of the vehicle according to the active balance control of FIG. 2;
FIG. 4 is a schematic perspective view of an active stabilization device of an actively balance controlled vehicle according to another embodiment of the present disclosure;
FIG. 5 is a schematic perspective view of a drive system of the vehicle according to the active balancing control of FIG. 2;
FIG. 6 is a schematic perspective view of an active stabilization device of an actively balanced controlled vehicle according to another embodiment of the present disclosure;
FIG. 7 is a schematic perspective view of an active stabilization device of an actively balanced controlled vehicle according to yet another embodiment of the present disclosure;
FIG. 8 is a schematic illustration of the control principle of an actively balanced controlled vehicle according to one embodiment of the present invention;
FIG. 9 is a schematic side view of an actively balance controlled vehicle according to yet another embodiment of the present invention;
FIG. 10 is a schematic view of a state of the vehicle under active balancing control according to FIG. 2, wherein the vehicle is at rest or traveling normally along a flat road;
fig. 11 is a state diagram of the vehicle according to the active balance control of fig. 10, in which the vehicle is in a state of turning.
Detailed Description
The present invention will be further described with reference to the following specific examples. It should be understood that the following examples are illustrative only and are not intended to limit the scope of the present invention.
Fig. 1 is a schematic side view of an actively balance-controlled vehicle according to an embodiment of the present invention, and as can be seen from fig. 1, the actively balance-controlled vehicle provided by the present invention includes a
In particular, in the embodiment of fig. 1, the
Further, in the embodiment of fig. 1, the seats 5 are arranged in front and rear rows longitudinally arranged in the
Fig. 2 is a perspective view of the vehicle according to the active balance control of fig. 1, and as can be seen from fig. 2, a
Further, in fig. 2, the active stabilizer 4 comprises a
Further, in the embodiment of fig. 2, the
Fig. 3 is a perspective view of the active stabilizer of the vehicle according to the active balance control of fig. 2, and as can be seen from fig. 3 in conjunction with fig. 2, one end of the balance driver 41 in the active stabilizer 4 of the present invention is hinged with the front end 22 of the chassis 2 through a support a provided on the chassis 2; the other end of the balance driver 41 is hinged with the active balance beam 42 through a support B, the active balance beam 42 is arranged along the direction which is horizontal and basically vertical to the longitudinal axis of the vehicle body, the middle part of the active balance beam 42 is hinged and fixed at the front end 22 of the chassis 2, so that the active balance beam 42 can rotate around the hinged point under the action of the balance driver 41; two ends of the active balance beam 42 are respectively connected with one end of each of the two upper rocker arms 43 through a first shock absorber 431, and the first shock absorber 431 and the active balance beam 42 and the first shock absorber 431 and the upper rocker arms 43 are hinged through universal hinges; the two first shock absorbers 431 are arranged in a direction substantially horizontal and parallel to the longitudinal axis of the vehicle body, the two first shock absorbers 431, the active balance beam 42 and the balance actuator 41 being substantially located in the same plane; the ends of the two upper swing arms 43, which are not connected with the first shock absorbers 431, are hinged on the chassis 2 through a support C, one end of the lower swing arm 44 is fixedly connected with the upper swing arm 43 at the support C or is integrally formed in the actual design, and the other end 441 of the lower swing arm 44 is connected with a wheel 32/33, so that when the wheel 32/33 is subjected to impact shock, the active balance beam 42 is driven by the balance driver 41 to rotate, the first shock absorbers 431 and the upper swing arms 43 are further driven, and the shock from the wheel 32/33 is absorbed by the first shock absorbers 431, so that the balance of the vehicle is maintained; in practical design, the balancing actuator 41 may be designed as a linear actuator, which is moved in a linear telescopic manner, such as a hydraulic cylinder, a motor-driven lead screw, or other linear driving device.
Fig. 4 is a perspective view of an active stabilizer 4 of an active balance control vehicle according to another embodiment of the present invention, where most of the components and structures of the embodiment of fig. 4 are the same as those of the embodiment of fig. 2 and 3, and the same or similar components as those of the embodiment of fig. 2 and 3 are denoted by the same reference numerals, and only the differences are described herein, where in the embodiment of fig. 4, a
Fig. 5 is a schematic perspective view of an embodiment of a driving system of an actively balance controlled vehicle according to fig. 2, and as can be seen from fig. 5, the driving system of the actively balance controlled vehicle provided by the present invention comprises a driving motor 81, a differential 82, a transmission shaft 83, a front transmission wheel 84, a rear transmission wheel 85 and a transmission belt 86, wherein the driving motor 81 and the differential 82 are both disposed at the bottom of the chassis 2, and the driving motor 81 is connected with the differential 82; the two transmission shafts 83 are arranged along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body, one ends of the two transmission shafts 83 are respectively connected with the differential 82, and the other ends of the two transmission shafts 83 are respectively connected with the front driving wheel 84 through connectors; the rear driving wheel 85 is arranged on a rotating shaft of the wheel 32/33, the rear driving wheel 85 is connected with the front driving wheel 84 through a transmission belt 86, so that power of the driving motor 81 can be respectively transmitted to the two transmission shafts 83 after passing through the differential 82, the transmission shafts 83 drive the front driving wheel 84 to rotate, the front driving wheel 84 drives the rear driving wheel 85 to rotate through the transmission belt 86, and the rear driving wheel 85 and the wheel 32/33 synchronously rotate. It should be understood by those skilled in the art that the
Fig. 6 is a perspective view of an active stabilizer 4 of an active balance control vehicle according to another embodiment of the present invention, where the embodiment of fig. 6 is the same as the embodiment of fig. 2 and 3 in most parts and structures, and parts in the embodiment of fig. 6 that are the same as or similar to those in the embodiment of fig. 2 and 3 are indicated by reference numerals with "added", where only the differences are described herein, and a connection between an active balance beam 42 'and an upper swing arm 43' is provided through a driving link 431 'in fig. 6, and the driving link 431' is respectively hinged to the active balance beam 42 'and the upper swing arm 43' through universal joints; the upper rocker arm 43' and the lower rocker arm 44' are respectively hinged on the chassis 2' through a support, and the upper rocker arm 43' and the lower rocker arm 44' can rotate relatively around the support; the ends of the upper rocker arm 43' and the lower rocker arm 44' far away from the support are connected through a third shock absorber 45 '; when the upper swing arm 43', the lower swing arm 44' and the rotation shaft of the chassis 2' are hinged to be coaxial, the upper swing arm 43', the lower swing arm 44' and the third shock absorber 45' form a triangular structure, so that the third shock absorber 43' can absorb shock from the wheels 32'/33 '.
Fig. 7 is a perspective view of an active stabilizer of an active balance control vehicle according to another embodiment of the present invention, wherein the embodiment of fig. 7 has the same components and structures as those of the embodiment of fig. 2 and 3, and wherein in the embodiment of fig. 7, the same or similar components as those of the embodiment of fig. 2 and 3 are indicated by the same reference numerals with the addition of "and" where only the differences are described, the active balance beam 42 "in fig. 7 is hinged to the chassis 2" through a hinge shaft 421", and sliding hinges 422" are respectively formed at two ends of the active balance beam 42", and accordingly, one end of the upper swing arm 43" is formed as a hinge joint matched with the sliding hinges 422", so that two ends of the active balance beam 42" are respectively in sliding fit with one ends of two upper swing arms 43 "; the upper rocker arm 43' and the lower rocker arm 44' are respectively hinged on the chassis 2' through a support, and the upper rocker arm 43' and the lower rocker arm 44' can rotate relatively around the support; the ends, far away from the support, of the upper rocker arm 43' and the lower rocker arm 44' are connected through a fourth shock absorber 45 '; when the upper rocker arm 43', the lower rocker arm 44' and the axis of rotation about which the chassis 2' is hinged are coaxial, the upper rocker arm 43", the lower rocker arm 44" and the third shock absorber 45 "form a triangular structure, so that the fourth shock absorber 43" can absorb shocks from the wheels 32 "/33".
Fig. 8 is a schematic diagram illustrating a control principle of an actively balance-controlled vehicle according to an embodiment of the present invention, in which the control device for actively stabilizing the vehicle includes a vehicle control unit, a balance controller, a calculation unit, and a vehicle body inclination angle measurement device, wherein a speed pedal and a brake pedal of the vehicle are connected to the vehicle control unit, and the vehicle control unit can calculate and control a driving speed of the vehicle according to a stepping-on degree of the speed pedal; a wheel rotating speed sensor is arranged between the wheel and the wheel shaft, the wheel rotating speed sensor measures the wheel speed in real time and sends the speed data to the calculating unit, and the calculating unit calculates the real-time running speed of the vehicle according to the received speed data; a steering wheel corner sensor is arranged on the steering wheel or the steering wheel bracket, the steering wheel corner sensor measures the steering angle of the steering wheel or the steering wheel bracket in real time and sends the steering angle data to the calculation unit, the calculation unit calculates the expected inclination angle of the vehicle body according to the received steering angle signal or data and the real-time running speed data, and the calculation unit simultaneously sends the expected inclination angle data to the balance controller; in actual design, the calculation unit can be directly integrated in the balance controller, and the balance controller calculates the expected inclination angle of the vehicle body; the vehicle body inclination angle measuring device is arranged on the vehicle body and used for measuring the inclination angle speed and the acceleration data of the vehicle body, and meanwhile, the vehicle body inclination angle measuring device calculates the actual transverse inclination angle of the vehicle body according to the measured inclination angle speed and the measured acceleration data and sends the transverse inclination angle data to the balance controller; in the actual design, the integrated vehicle body inclination angle measuring device can also directly measure the actual transverse inclination angle of the vehicle body; the balance controller judges the balance state of the vehicle body according to the difference value between the received expected inclination angle and the actual transverse inclination angle; the balance controller is simultaneously connected with the active stabilizing device, and the balance controller controls the size and the motion state of the output torque of the active stabilizing device according to the difference value between the optimal transverse inclination angle and the actual transverse inclination angle, so that the transverse inclination angle of the vehicle body relative to the horizontal ground is controlled, and the stress balance and the safety and stability of the whole vehicle are ensured. The calculation unit, the vehicle body inclination angle measuring device, the vehicle control unit and the balance controller can be realized by a computer, a digital signal processor, a single chip microcomputer or a program in the same hardware, so that the calculation speed is ensured, and the transverse balance, the driving state, the safety and the stability of the vehicle are controlled in real time.
Fig. 9 is a schematic side view of an actively balance-controlled vehicle according to yet another embodiment of the present invention, and as can be seen from fig. 9, the actively balance-controlled vehicle provided by the present invention can further perform front-rear conversion, specifically, the vehicle includes three wheels, wherein a
FIG. 10 is a front view of a vehicle under a stationary or normal running state under active balance control according to an embodiment of the present invention, FIG. 11 is a front view of the vehicle under active balance control according to FIG. 10 under a turning state, and it can be seen from FIG. 11 in conjunction with FIG. 10 that the
It should be noted that the included angle between the resultant force F and the gravity G is the expected inclination angle, and when the difference between the actual lateral inclination angle and the expected inclination angle of the vehicle is too large and exceeds the maximum safety deviation set value, the balance controller may further send a command to the vehicle controller to reduce the vehicle speed, thereby ensuring the stability and safety of the vehicle. It will be understood by those skilled in the art that the specific value of the maximum safe deviation set point between the actual lateral inclination angle and the desired inclination angle can be determined by calculation and experiment according to the overall design parameters of the vehicle, and will not be described in detail herein.
It should be noted that the driving system of the present invention may adopt a hub motor, a wheel-side motor, or a main driving motor or a fuel engine and a differential mechanism in the prior art, for example, the hub motor is adopted to drive two front wheels, or the fuel engine or the electric motor and the differential mechanism are adopted to drive two front wheels, which is not described herein again.
According to the vehicle with the active balance control, the vehicle body and the wheels can be synchronously inclined through the active stabilizing device, so that the whole vehicle has higher stability and safety compared with the existing tiltable tricycles and other vehicles; meanwhile, the impact of the single wheel from the uneven road surface can be absorbed by the shock absorber through the chassis, so that the impact of the bouncing wheel on the vehicle body is effectively relieved; the active stabilizing device is controlled by the control device, the control device calculates and automatically controls the transverse inclination angle of the vehicle body in real time according to the output values of the sensors, when the vehicle runs at a curve or encounters the condition of uneven road surface, the vehicle realizes completely automatic transverse stabilization and balance control, the vehicle stability is maintained, the operation of a driver is simplified, and the driver only needs to control the running direction and speed, so that the vehicle is convenient to drive.
The above embodiments are merely preferred embodiments of the present invention, and are not intended to limit the scope of the present invention, and various modifications may be made in the above embodiments of the present invention, for example, the balance actuator may be a linear actuator, such as a hydraulic cylinder actuator or a motor screw actuator; the shock absorber may comprise a spring and a damper; the driving system can directly adopt a hub motor or adopt a wheel-side motor fixed with the lower rocker arm to directly drive the wheels to rotate; the steering wheel can adopt a handle type steering device of a motorcycle, the speed pedal can also be a manual accelerator, and the brake pedal can also be a hand brake. All simple and equivalent changes and modifications made according to the claims and the content of the specification of the present application fall within the scope of the claims of the present patent application. The invention has not been described in detail in order to avoid obscuring the invention.
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