CN114148441B - Dynamic balance vehicle with crisscross wheels - Google Patents
Dynamic balance vehicle with crisscross wheels Download PDFInfo
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- CN114148441B CN114148441B CN202111474646.XA CN202111474646A CN114148441B CN 114148441 B CN114148441 B CN 114148441B CN 202111474646 A CN202111474646 A CN 202111474646A CN 114148441 B CN114148441 B CN 114148441B
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- PCTMTFRHKVHKIS-BMFZQQSSSA-N (1s,3r,4e,6e,8e,10e,12e,14e,16e,18s,19r,20r,21s,25r,27r,30r,31r,33s,35r,37s,38r)-3-[(2r,3s,4s,5s,6r)-4-amino-3,5-dihydroxy-6-methyloxan-2-yl]oxy-19,25,27,30,31,33,35,37-octahydroxy-18,20,21-trimethyl-23-oxo-22,39-dioxabicyclo[33.3.1]nonatriaconta-4,6,8,10 Chemical compound C1C=C2C[C@@H](OS(O)(=O)=O)CC[C@]2(C)[C@@H]2[C@@H]1[C@@H]1CC[C@H]([C@H](C)CCCC(C)C)[C@@]1(C)CC2.O[C@H]1[C@@H](N)[C@H](O)[C@@H](C)O[C@H]1O[C@H]1/C=C/C=C/C=C/C=C/C=C/C=C/C=C/[C@H](C)[C@@H](O)[C@@H](C)[C@H](C)OC(=O)C[C@H](O)C[C@H](O)CC[C@@H](O)[C@H](O)C[C@H](O)C[C@](O)(C[C@H](O)[C@H]2C(O)=O)O[C@H]2C1 PCTMTFRHKVHKIS-BMFZQQSSSA-N 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
- B62K5/01—Motorcycles with four or more wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62H—CYCLE STANDS; SUPPORTS OR HOLDERS FOR PARKING OR STORING CYCLES; APPLIANCES PREVENTING OR INDICATING UNAUTHORIZED USE OR THEFT OF CYCLES; LOCKS INTEGRAL WITH CYCLES; DEVICES FOR LEARNING TO RIDE CYCLES
- B62H1/00—Supports or stands forming part of or attached to cycles
- B62H1/10—Supports or stands forming part of or attached to cycles involving means providing for a stabilised ride
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K25/00—Axle suspensions
- B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K2204/00—Adaptations for driving cycles by electric motor
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
The invention discloses a dynamic balance vehicle with wheels arranged in a cross shape, and belongs to the field of vehicles. According to the dynamic balance vehicle with the crisscross-arranged wheels, the side wheels are arranged at different positions between the front wheels and the rear wheels, so that the static and dynamic safety performance of the vehicle is compatible and harmonized, and the dynamic safety performance is further optimized on the basis, so that the dynamic balance vehicle has better fault tolerance characteristics than a regular three-wheel and reverse three-wheel dynamic balance vehicle, and therefore, the dynamic balance vehicle has better safety; meanwhile, the cross-shaped wheel layout ensures that the direct steering system can be continuously used in the vehicle, and the hysteresis-free high-efficiency steering function of the dynamic balance vehicle is realized by an extremely simple and economic means, so that the stability of dynamic balance of the vehicle is fundamentally ensured; in addition, the characteristics of compact structure, small turning radius and the like of the cross-shaped arrangement of the wheels enable the dynamic balance car with the cross-shaped arrangement of the wheels to be a small-sized city commuting tool with higher safety, practicability and economy.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a dynamic balance vehicle with wheels arranged in a cross shape.
Background
The existing small-sized electric vehicle or motorcycle mainly has the following problems: (1) although the small-sized two-wheeled vehicle is flexible and compact and has good dynamic balance characteristic, the small-sized two-wheeled vehicle cannot be fully sealed, and the problem of cold prevention caused by wind blowing, rain and shower cannot be fundamentally solved; and the two-wheel system has poor anti-skid (braking), especially anti-sideslip (braking stability) capability and low safety coefficient. (2) Although the small three-wheel or four-wheel vehicle can adopt a fully-closed carriage, the braking performance is enhanced, if the speed is high, the vehicle is easy to turn over, if the vehicle is fast and can not turn over, the vehicle width is required to be increased, and the compact and flexible advantages of the vehicle are lost, so that the speed of the conventional small three-wheel or four-wheel vehicle can not be too high, and the width dimension is more than 1 meter, so that the application population and occasions of the vehicle are greatly limited.
Chinese patent No. ZL201480067213.4 discloses a "vehicle with tilting frame" whose tilting frame 2 can tilt with respect to the main frame 1 and has a tilting axis 35 (reference numeral in patent 201480067213.4 is here taken along), but this patent application discloses a vehicle whose tilting of the body frame is related to the steering of the vehicle, i.e. the actuation of the tie rod 7 has two factors: tilting of the tilting frame 2 and rotation through the axis 59; thus, the tilting of the vehicle affects the steering of the vehicle, whereas the steering movement of the vehicle affects the tilting of the vehicle body. From the dynamic balance principle of two-wheelers, the inclination and steering of the vehicle body are separated and irrelevant, otherwise, the vehicle body cannot realize dynamic balance. Thus, this patent application does not achieve a dynamic balance state similar to that of a two-wheeled vehicle.
Chinese patent application No. 201610157690.0 discloses "a forced control frame and wheel automatic balancing mechanism for motor tricycle or more", its balancing mechanism divides the vehicle into front and rear two parts, the front part contains front wheel, the rear part contains rear wheel, the whole front part is connected with the rear part through "frame connection bearing group", so that the front part can swing around the axis of bearing relative to the rear part, this patent application has two characteristics: firstly, forcedly controlling balance roll; secondly, during the tilting or swinging process of the vehicle body, the front wheels serving as steering wheels swing along with the tilting of the vehicle body, and as all the wheels are always grounded, the wheels tilt along with the swinging as a result of the swinging. Neither of these features can create a swing or tilt that is unstable as required for dynamic balancing of a two-wheeled vehicle, and therefore it cannot create a dynamic balance condition of a two-wheeled vehicle.
The patent 201922148722.2 discloses a solution combining the advantages of two-wheel vehicles and three-wheel/four-wheel vehicles, namely, driving three-wheel vehicles or four-wheel vehicles by using the driving balance principle of the two-wheel vehicles (the vehicles are called dynamic balance vehicles herein). However, in this patent application, although there is mentioned a man-machine combined balance car capable of being used in a four-wheel structure, in which wheels are not provided on a car body, the car body is connected to front and rear chassis of the car through front and rear swinging means, but the front wheels need to be steered, if the steering scheme is not changed, the front wheels will rotate around the center of their connection, instead of the two wheels rotating individually around their respective knuckles, with the result that the front two wheels are essentially one ultra-wide single wheel, the front swinging center is still on the ground, equivalent to not exceeding the category of right three wheels, and therefore the application of this patent is greatly restricted in the practical use of four wheels and inverted three wheels.
It can be seen that the current dynamic balancing technology is successfully applied to three wheels, and in view of the unique dynamic balancing characteristics of the dynamic balancing technology, the necessity must first be examined before the dynamic balancing technology is ready to extend to a real inverted three-wheel and four-wheel vehicle (front-wheel non-integral steering). Since we can deduce from the dynamic balance theory of patent 201922148722.2, "a man-machine combined balance car": since the dynamic balance vehicle can always and automatically enable resultant force born by the vehicle body in the running process to pass through the swing axis, the chassis of the vehicle has the function of ensuring the stability of the swing axis, so that the requirement can be met as long as the chassis is in area contact with the ground, and the shape adopted by the chassis of the vehicle is irrelevant to the ground contact. The safety of the dynamic balance car is analyzed under the condition of focusing on the examination of inertial force, and the fact that the safety is not the same is found, and the positive three-wheeled dynamic balance car has relatively good static safety, but has relatively inherent great defects in braking safety (see the details later). Then, practical attempts are made on the four-wheel dynamic balance vehicle with non-integral steering of the front wheels by adopting an indirect steering scheme with independent steering and swinging, and practical results show that: under the condition of the prior art, the hysteresis of indirect steering has the most main adverse effect on the stability of dynamic balance, so that the application of the dynamic balance technology on real reverse three-wheel and four-wheel vehicles is restricted.
The form of the wheel cross arrangement looks quite similar to that of the traditional so-called diamond arrangement, but, by way of retrieval, it has been found herein that the traditional diamond arrangement is primarily intended to solve the problems of compact design and flexible turning of the chassis, the starting point and the problems to be solved being different from those described herein: the patent CN200310123893.0 is an electric automobile with diamond-shaped arrangement wheels, the patent CN200510137683.6 is a four-wheel vehicle with a wheel configuration structure, which is provided with front wheels and rear wheels which are freely steered and driven and can be steered and with tiltable wheels, the patent CN200820161983.7 is a four-wheel vehicle chassis with front wheels and driven and rear wheels and two wheels, the patent CN201420312616.8 is an annular four-wheel vehicle with wheels which are arranged near the diamond and can be tilted, and the like, and the technical advantages of compact structure of diamond arrangement and smaller turning radius are highlighted by taking the four-wheel vehicle with rectangular arrangement as a comparison object; the patent CN200510137683.6, "wheel configuration structure of four-wheel vehicle", also compares with tricycles, and illustrates the advantages of the tricycle in terms of rotation radius and anti-rolling capability (static stability safety factor SSF), but SSF has obvious defects in the evaluation of anti-rolling capability of a dynamic balance vehicle during running (see analysis below); in addition, the above-mentioned patents either do not mention steering systems or the steering involved is an indirect steering system.
Disclosure of Invention
1. Technical problem to be solved by the invention
The invention aims to provide a dynamic balance vehicle with cross-shaped wheel arrangement, by adopting the technical scheme of the invention, the dynamic balance vehicle with cross-shaped wheel arrangement is well compatible with the static and dynamic (braking) safety performance of the vehicle in structural design by controlling the position (the ratio of k to l is between 0 and 0.8) of the side wheels between the front wheels and the rear wheels in the cross-shaped wheel arrangement, and a small city commuting tool which is safer and more reliable, has higher economical efficiency and is more convenient to realize is obtained;
the invention also aims to solve the problem of how to realize hysteresis-free high-efficiency steering by a simple and economic means when the dynamic balance technology is applied to the dynamic balance vehicle with more than three wheels; in addition, the cross-shaped layout of the wheels has the advantages of compact structure, small turning radius and the like, so that the practicability of the cross-shaped dynamic balance car is greatly improved.
2. Technical proposal
In order to achieve the above purpose, the technical scheme provided by the invention is as follows:
the invention relates to a dynamic balance vehicle with crisscross wheels, which comprises a swinging part of the vehicle and a non-swinging part of the vehicle, wherein the swinging part of the vehicle can swing along the vertical direction of the vehicle relative to the non-swinging part of the vehicle, and the swinging is unstable, so that the dynamic balance of the vehicle can be realized in the running process;
the whole dynamic balance vehicle comprises a front wheel, side wheels and a rear wheel, wherein the front wheel is arranged at the front part of the dynamic balance vehicle, the rear wheel is arranged at the rear part of the dynamic balance vehicle, and the side wheels are arranged between the front wheel and the rear wheel and are arranged at the left side and the right side of the dynamic balance vehicle to form a cross-shaped wheel arrangement structure; the distance between the front wheel axis and the rear wheel axis is l, the distance between the front wheel axis and the side wheel axis is k, and the ratio of k to l is 0-0.8, so as to obtain the highest possible braking safety under the condition of not affecting the dynamic balance of the vehicle and considering the static safety of the vehicle;
the swinging part of the vehicle can stand in a dynamic balance state without any external force in the driving process, the main body for sensing the dynamic balance state and then adjusting and maintaining the dynamic balance state is a driver or an electronic balance control system, and the driver can stand in the dynamic balance state by utilizing the balance sensing and control actions of the human body or in the dynamic balance state by using the electronic balance control system in the driving process.
Further, the swinging part of the vehicle is a vehicle body, the non-swinging part of the vehicle is a vehicle chassis, the connecting device of the vehicle body and the vehicle chassis is a swinging device, and the vehicle body is arranged on the vehicle chassis through the swinging device;
the front wheel is arranged on the vehicle body, the rear wheel and the two side wheels are arranged on the vehicle chassis, the front part of the vehicle body is supported by the front wheel in a contact manner, and the rear part of the vehicle body is supported by the swing device from the vehicle chassis;
the vehicle body can swing relative to the chassis and the ground in the vertical direction along the running direction of the vehicle, so that the vehicle body dynamically and balanced stands on the chassis and the ground without any external force in the running process; the front wheels swing along with the swing of the vehicle body, and the swing of the vehicle body does not generate the swing or the inclination of the rear wheels and the side wheels relative to the ground.
Further, the swinging part of the vehicle is a vehicle body, the non-swinging part of the vehicle is a vehicle chassis, the connecting device of the vehicle body and the vehicle chassis is a swinging device, and the vehicle body is arranged on the vehicle chassis through the swinging device;
the front wheel, the rear wheel and the two side wheels are arranged on the chassis, and the vehicle body is supported by the chassis through the swinging device; the vehicle body can swing relative to the vehicle chassis in the vertical direction along the vehicle, so that the vehicle body dynamically and balanced stands on the vehicle chassis without any external force in the driving process; the swing of the vehicle body does not generate any swing or inclination of the wheels relative to the ground;
The steering operation of the vehicle is sent out from the vehicle body, steering is realized through steering wheels which are transmitted to the chassis of the vehicle by a steering transmission device, the steering transmission device is a device which ensures that the swing of the vehicle body and the steering transmission of the vehicle are not mutually influenced, the vehicle body can swing at the same time in the process of steering transmission, the swing of the vehicle body is not influenced by the steering transmission, and the swing of the vehicle body is not influenced by the transmission of steering.
Further, the swinging part of the vehicle is a vehicle body, the non-swinging part of the vehicle is a vehicle chassis, the connecting device of the vehicle body and the vehicle chassis is a swinging device, and the vehicle body is arranged on the vehicle chassis through the swinging device;
the rear wheel is arranged on the vehicle body, the front wheel and the two side wheels are arranged on the vehicle chassis, the rear part of the vehicle body is supported by the rear wheel in a contact manner, and the front part of the vehicle body is supported by the swing device from the vehicle chassis;
the vehicle body can swing relative to the chassis and the ground in the vertical direction along the running direction of the vehicle, so that the vehicle body dynamically and balanced stands on the chassis and the ground without any external force in the running process; the rear wheels swing along with the swing of the vehicle body, and the swing of the vehicle body does not generate the swing or inclination of the front wheels and the side wheels relative to the ground;
The steering operation of the vehicle is sent out from the vehicle body, steering is realized through steering wheels which are transmitted to the chassis of the vehicle by a steering transmission device, the steering transmission device is a device which ensures that the swing of the vehicle body and the steering transmission of the vehicle are not mutually influenced, the vehicle body can swing at the same time in the process of steering transmission, the swing of the vehicle body is not influenced by the steering transmission, and the swing of the vehicle body is not influenced by the transmission of steering.
Further, the front wheel is a steering wheel, and when the two side wheels are directional wheels, the rear wheel is a universal wheel or a second steering wheel; when the rear wheel is a directional wheel, the two side wheels are universal wheels or second steering wheels; and when there is a second steering wheel, steering operation is transmitted from the swinging portion of the vehicle to the second steering wheel through a steering transmission device, the steering transmission device is a device which makes swinging of the swinging portion of the vehicle and steering transmission of the vehicle not mutually affect, the swinging portion of the vehicle can swing simultaneously during steering transmission, steering transmission does not affect swinging of the swinging portion of the vehicle, and swinging of the swinging portion of the vehicle does not affect transmission of steering.
Still further, the swing device adopts a rolling swing device, the rolling swing device comprises a swing upper member and a swing lower member, the swing upper member is connected with a swing portion of the vehicle, the swing lower member is connected with a non-swing portion of the vehicle, the swing upper member is placed on the swing lower member in a rolling manner, and the swing upper member can roll left and right on the swing lower member, so that left and right swing of the swing portion of the vehicle relative to the non-swing portion of the vehicle is formed; the contact surfaces of the swing upper member and the swing lower member are provided with an anti-slip structure or made into a tooth-shaped structure which is meshed with each other.
Furthermore, the front wheel on the vehicle body is an integral steering double-wheel steering device, the integral steering double-wheel steering device comprises two wheels, the two wheels steer around the center of the connecting line of the axes of the two wheels, and the two wheels always keep touching the ground.
Further, the swing axis of the swing device passes through the contact point of the wheels contained in the vehicle body; or the swing axis of the swing device is positioned in a small angle range above or below the connecting line of the swing center of the swing device and the grounding point of the wheels contained in the vehicle body; the principle of determining the swing axis is that the intersection point formed by the longitudinal center plane, the cross section where the center of gravity of the whole vehicle is located and the ground three sides when the vehicle body swings to the maximum angle should fall in a polygonal area formed by connecting the ground contact points of adjacent wheels, and the farther the intersection point is from the boundary of the polygonal area, the better the intersection point is.
Still further, the swing device has a longitudinal rotation axis enabling the swing device to rotate in a longitudinal plane of the vehicle, the longitudinal rotation axis being perpendicular to the longitudinal plane of the vehicle for preventing the swing device from transmitting torque in a longitudinal direction to the chassis of the vehicle.
Still further, the swinging device is a universal joint, one shaft of the universal joint is fixedly connected with the vehicle body, the other shaft of the universal joint is fixedly connected with the vehicle chassis, the vehicle body swings relative to the vehicle chassis along the left-right direction of the vehicle and rotates in the longitudinal plane of the vehicle through the universal joint, and the universal joint can also enable the vehicle chassis to follow steering when the vehicle body steers.
Further, the steering transmission device is a flexible transmission type steering transmission device, one end of the flexible transmission type steering transmission device is arranged on a steering mechanism of the vehicle body, the other end of the flexible transmission type steering transmission device is arranged on the vehicle chassis and is in transmission connection with steering wheels on the vehicle chassis, and the flexible transmission type steering transmission device is provided with a flexible transmission mechanism which can freely bend along with the swing of the vehicle body between the vehicle body and the vehicle chassis.
Still further, flexible drive mechanism includes wire draw gear, wire, sleeve pipe, start sleeve pipe fixing device, terminal sleeve pipe fixing device and passive draw gear, wire draw gear installs on the automobile body and the transmission is connected to the steering handle of car, the start of wire is fixed on wire draw gear, and the terminal is fixed on passive draw gear, the sleeve pipe cover is outside the wire, sheathed tube one end is fixed on the automobile body through start sleeve pipe fixing device, sheathed tube other end is fixed on the chassis through terminal sleeve pipe fixing device, passive draw gear installs on the chassis and the transmission is connected to the steering wheel.
Further, the swing portion of the vehicle is provided with a damper on the pendulum shaft for absorbing shock and vibration transmitted from the non-swing portion of the vehicle.
Still further, the device for connecting the swinging part of the vehicle with the non-swinging part of the vehicle further comprises a damping mechanism, wherein the damping mechanism is used for adding damping to the left-right swinging of the swinging part of the vehicle so as to increase the stability of dynamic balance control, and the damping mechanism is used for adding the damping degree to the control limit that the dynamic balance of the swinging part of the vehicle is not lost.
Further, the swing portion of the vehicle includes auxiliary supporting devices disposed at both sides of the vehicle and capable of being retracted, and the auxiliary supporting devices are put down and touched by a driver during parking or driving to realize auxiliary support and also capable of performing auxiliary braking at the same time; when auxiliary support is not needed, a driver recovers and controls the auxiliary support device to retract the auxiliary support device.
Still further, the electronic balance control system is a gyroscope electronic balance control system.
3. Advantageous effects
Compared with the prior art, the technical scheme provided by the invention has the following remarkable effects:
(1) According to the dynamic balance vehicle with the cross-shaped wheel arrangement, on the basis of fully playing the advantages of compact structure, flexible running and the like of the front and rear of the cross-shaped wheel arrangement, the ratio of k to l is controlled to be between 0 and 0.8, the fault tolerance characteristic of the vehicle is improved under the condition that the dynamic balance and static safety of the vehicle are not affected, the braking safety as high as possible is obtained, and the dynamic balance vehicle with the cross-shaped wheel arrangement is well compatible in the structural design of the vehicle and the static and dynamic (braking) safety performance of the vehicle, so that a small city commute tool with higher safety and reliability and economy and convenient realization is obtained;
(2) According to the dynamic balance vehicle with the crisscross wheel arrangement, the front wheels are arranged on the vehicle body, the rear wheels and the two side wheels are arranged on the chassis, the front wheels are used as steering wheels to swing along with the swing of the vehicle body, and the front wheel direct steering system serving as the steering wheels is reserved in the crisscross dynamic balance vehicle through the crisscross wheel arrangement, so that the hysteresis-free high-efficiency steering function of the dynamic balance vehicle is realized, the driving operability and the safety of the dynamic balance vehicle are further improved, the dynamic balance vehicle can obtain optimal operation experience, can obtain higher driving safety, and the practicability of the dynamic balance vehicle is greatly improved;
(3) When the steering wheel adopts indirect steering, the steering operation is independent of the swing of the vehicle body through the steering transmission device, namely the swing of the vehicle body and the steering transmission of the vehicle are not influenced mutually, so that the dynamic balance function of the dynamic balance vehicle with the vehicle body without wheels and with the vehicle body only with rear wheels is possible; the form that the vehicle body does not contain wheels can be more beneficial to the realization of dynamic balance of the electronic balance control system; the dynamic balance vehicle has the advantages that the dynamic balance vehicle can obtain better advantages in the arrangement of power sources only by the aid of the mode that the vehicle body only comprises the rear wheels, and the power system of the existing two-wheel vehicle can be directly grafted;
(4) According to the dynamic balance vehicle with the crisscross wheel arrangement, the rolling type swinging device is adopted by the swinging device, so that the swinging upper component swings back and forth relative to the swinging lower component along the vertical direction of the vehicle, the swinging axis of the vehicle can move in a certain range along with the swinging of the vehicle body, and the contact surface between the swinging upper component and the swinging lower component is set to be in soft contact so as to form a larger contact surface, so that the stability of dynamic balance control can be greatly improved, and the dynamic balance vehicle has higher safety;
(5) According to the dynamic balance vehicle with the crisscross-arranged wheels, the front wheels on the vehicle body are an integrated steering double-wheel steering device, so that the high-efficiency steering is maintained, two-point support is provided, the absolute fault-tolerant area, fault-tolerant arc line and fault-tolerant angle of the dynamic balance vehicle can be further enlarged, and the fault-tolerant characteristic is further improved;
(6) The swing device of the dynamic balance vehicle with the crisscross wheel is also provided with the longitudinal rotation axis, so that the swing device can rotate in the longitudinal plane of the vehicle, and the longitudinal rotation axis is perpendicular to the longitudinal plane of the vehicle and is used for preventing the swing device from transmitting torque in the longitudinal direction to the chassis of the vehicle, thereby being beneficial to the stress design of the chassis of the vehicle;
(7) The steering transmission device of the dynamic balance vehicle with the crisscross wheel is a flexible transmission type steering transmission device, and the flexible transmission mechanism of the dynamic balance vehicle can swing or incline along with the steering control part of the vehicle relative to the steering wheel part of the vehicle to freely bend, so that the swing and steering actions of the dynamic balance vehicle are possible to be mutually independent;
(8) According to the dynamic balance vehicle with the crisscross-shaped wheel arrangement, the damping buffer device is arranged between the vehicle body and the swinging device, so that the structure of a non-swinging part of the vehicle is simplified, the mass of the non-swinging part of the vehicle is smaller, and the dynamic balance control is more beneficial;
(9) The swing device of the dynamic balance vehicle with the crisscross wheel arrangement further comprises a damping mechanism, and the swing damping is increased to increase the stability of dynamic balance control; the swing portion of the vehicle includes auxiliary support means, improves safety in static and light braking conditions, and enables auxiliary support and auxiliary braking during running.
Drawings
FIG. 1 is a schematic side view of a dynamic balance vehicle with a cross-shaped arrangement of wheels in accordance with the present invention;
FIG. 2 is a rear schematic view of a dynamic balance vehicle with a cross-shaped arrangement of wheels in accordance with the present invention;
FIG. 3 is a schematic top view showing the main structure of an embodiment 1 of a dynamic balance car with a cross-shaped arrangement of wheels according to the present invention;
FIG. 4 is a cross-sectional view taken along the direction A-A in FIG. 3;
FIG. 5 is a schematic illustration of a dynamic balance car of a cross-wheel arrangement of the present invention swinging to one side;
FIG. 6 is an analysis diagram of the fault tolerant area of a dynamic balance car with a cross-shaped arrangement of wheels according to the present invention;
FIG. 7 is a schematic illustration of several conditions of the swing axis projection area of a dynamic balance car of a cross-wheel arrangement of the present invention;
FIG. 8 is a comparison of fault tolerance characteristics of a positive three-wheeled and a negative three-wheeled dynamic balance vehicle;
FIG. 9 is an analysis diagram of fault-tolerant areas of a cross-shaped dynamic balance car with a wide wheel or an integrated steering double wheel for front wheels;
FIG. 10 is a diagram showing the comparison of fault tolerant areas of the cross-shaped dynamic balance vehicle of the present invention with auxiliary supporting devices;
FIG. 11 is a schematic view of a bearing type swing device according to the present invention;
FIG. 12 is a cross-sectional view taken in the direction B-B of FIG. 11;
fig. 13 is a schematic structural view of a hinge type swing apparatus according to the present invention;
FIG. 14 is a cross-sectional view taken along the direction C-C in FIG. 13;
FIG. 15 is a schematic cross-sectional view of a rolling pendulum apparatus of the present invention;
FIG. 16 is a schematic longitudinal sectional view of a rolling pendulum device of the present invention;
FIG. 17 is a schematic view of a cross-shaft type wobble device according to the present invention;
FIG. 18 is a schematic view of a swing apparatus having a rotatable mount according to the present invention;
FIG. 19 is a schematic view of a front-wheel steering employing a flexible drive type steering transmission device in accordance with the present invention;
FIG. 20 is a schematic illustration of the present invention with front wheels steered with taps and rear wheels steered with a flexible drive steering transfer arrangement;
FIG. 21 is a schematic illustration of a mid-side wheel of the present invention employing a flexible drive type steering transmission as a second steering wheel;
FIG. 22 is a schematic view of an integrally steered dual wheel steering apparatus of the present invention;
FIG. 23 is a schematic view of the chassis structure of the embodiment shown in FIG. 3;
FIG. 24 is a top view of FIG. 23;
FIG. 25 is a schematic view showing a structure in which only a shock absorbing and buffering device is provided on a vehicle body in accordance with the present invention;
FIG. 26 is a cross-sectional view taken in the direction F-F in FIG. 25;
FIG. 27 is a schematic view of a cross-shaped dynamic balance vehicle with an auxiliary support device according to the present invention;
FIG. 28 is a top view of FIG. 27;
FIG. 29 is a top plan view of the chassis structure of FIG. 27;
fig. 30 is a schematic view showing two working states of the auxiliary supporting device in fig. 27.
Reference numerals in the schematic drawings illustrate:
01. a front wheel; 02. a side wheel; 03. a rear wheel; z1, axis of oscillation; z2, longitudinal axis of rotation;
1. A vehicle body; 11. a vehicle body frame; 12. a steering handle; 13. a pendulum shaft cantilever bearing assembly; 14. a pendulum shaft cantilever member; 15. a damping buffer device is arranged on the pendulum shaft; 16. an auxiliary supporting device; 161. an auxiliary supporting member; 162. controlling the steel wire; 163. a wire termination controlled member; 164. an auxiliary support bearing assembly; 165. a spring return mechanism;
2. a swinging device; 2a, a bearing type swinging device; 2a1, bearings; 2a2, bearing seats; 2a3, a rotating shaft; 2a4, damping blocks; 2b, a hinge type swinging device; 2b1, hinge upper member; 2b2, a hinge lower member; 2b3, pin shafts; 2b4, an axial fixing member; 2c, a rolling type swinging device; 2c1, a roller fixing piece; 2c2, roller contacts; 2c3, a limiting piece; 2c4, a supporting piece; 2d, a cross rotating shaft type swinging device; 2d1, cross members; 2d2, a vehicle body connection member; 2d3, a swinging shaft; 2d4, swinging the axial fixing piece; 2d5, transverse axis; 2d6, a transverse axial fixing piece; 2e, universal joints; 25. a rotatable support;
3. a chassis; 31. a chassis frame; 32. a steering shaft; 33. a cantilever bearing assembly; 34. a cantilever member; 35. damping buffer device; 36. a power device;
4. a steering transmission device; 41. a steel wire traction device; 42. a steel wire; 43. a sleeve; 44. a starting end sleeve fixing device; 45. a terminal sleeve fixing device; 46. a passive traction device; 47. a steering moment arm; 48. a steering tie rod; 49. a knuckle; 4A, tie rod.
Detailed Description
For a further understanding of the present invention, the present invention will be described in detail with reference to the drawings.
Unless specifically stated otherwise, herein, "four-wheeled vehicle" refers to a four-wheeled vehicle in which wheels are arranged in a rectangular shape, and "cross-shaped dynamic balance vehicle" refers to a dynamic balance vehicle in which wheels are arranged in a cross shape of the present invention.
The invention aims to solve the primary problems that: the dynamic balancing technique extends to the necessity of other vehicle types than the right three wheels. As described in the background art, the balancing principle of the dynamic balance car described in patent 201922148722.2 "a man-machine combined balance car" can be concluded: the safety (dynamic safety) of the dynamic balance car in the running process only needs to be contacted with the ground by the pair of bottom plates, and is irrelevant to the ground contact shape (the quantity factors of the wheels are not considered), so that the dynamic balance technology of the positive three-wheeled dynamic balance car does not necessarily need to extend to the reverse three-wheeled and four-wheeled vehicles; to go back to step, even if the dynamic safety of a dynamic balance car is related to the lateral and longitudinal track of the car (according to conventional empirical judgment), then whether the dynamic safety is determined only by determining the longitudinal and lateral track, and is irrelevant to the contact of the chassis? The conclusion is negative, namely, under the same transverse and longitudinal wheel tracks, the positive wheel is different from the reverse wheel and is different from the four wheels, and the safety of the dynamic balance vehicle is related to the contact shape of the chassis; and among several chassis ground contact shapes, the right three wheels are the most disadvantageous one in dynamic safety.
To facilitate analysis of dynamic balance car safety determinants and interrelationships, concepts are developed herein that include: the specific meaning and the related principle of the concepts are as follows:
unsteady type swing: under the condition that no driver controls or other balance control systems control, the swinging part of the vehicle is in any position without boundary, the swinging part is unstable, and the swinging part can return to the boundary position to obtain a stable swinging form, and the unstable swinging is a necessary condition for establishing dynamic balance of the swinging part of the vehicle.
Dynamic balance (or dynamic balance): the dynamic balance described herein includes two cases, one is dynamic balance by driving by a driver and the other is dynamic balance by an electronic balance control system, and has a common core feature that resultant force R applied during running of the vehicle is always directed to or passes through a swing axis z1, and since the swing axis z1 is also a support axis of the vehicle, the vehicle body can maintain a stable standing state without any other external force assistance. The process of always directing the resultant force R towards the swing axis z1 is a dynamic process (see description of resultant force R below), with prerequisites and autonomy, and the human being is a subconscious reaction of conditional reflex type in the dynamic balance control state, which is clearly distinguished from the behavior of apparent dominant tilting of the vehicle body in overstretched state in non-dynamic balance control, which is clearly with obvious hysteresis and inaccuracy.
Resultant force R applied to the vehicle during running: as shown in fig. 6, there are mainly three forces to which the vehicle is subjected during running: gravity, centrifugal force and inertial force, wherein the inertial force is acceleration inertial force or deceleration inertial force; the resultant force of gravity and centrifugal force is denoted as R 1 The inertia force is marked as F, R 1 The resultant force with F is denoted as R, and the action point thereof is positioned at the center of gravity of the whole vehicle (including the vehicle and the rider). Regarding centrifugal force, a frequent error area is that the centrifugal force only exists when the vehicle turns, but the centrifugal force exists all the time in the driving process of the vehicle in practice, and is small when the vehicle runs straight, and the centrifugal force is obvious when the vehicle turns; when the two-wheeled vehicle is driven, the two-wheeled vehicle looks like a straight driving state, in fact, the two-wheeled vehicle is continuously and finely adjusted to form a tiny centrifugal force, the driving path of the two-wheeled vehicle on the micro-level is S-shaped, and under the action of the centrifugal force, the two-wheeled vehicle can continuously correct the resultant force R 1 (only gravity and centrifugal force at uniform speed) to form a continuous return to the supporting axis (namelySwing axis) to maintain balance, while macroscopically representing a relatively stable "straight" travel, a completely absolute straight travel (fixing the faucet) is not possible with a two-wheeled vehicle, but a three-wheeled vehicle is capable of achieving this reason. Regarding the inertial force F, this is a force that can be often ignored by people, but in practice it is an important factor in evaluating the safety of the vehicle, F is forward (at the time of deceleration braking) or backward (at the time of acceleration), the magnitude is equal to the total mass x acceleration a (or braking acceleration) of the vehicle, and the acceleration inertial force is not too large but the deceleration inertial force may be very large. R is shown in FIG. 6 1 And F form a resultant force R, the gravitational acceleration is 9.8m/s 2 If the braking acceleration is 7m/s 2 And 5m/s 2 And assuming that the vehicle is traveling straight (the centrifugal force is ignored), the point P and the point Q are the positions where the resultant force R of the dynamic balance vehicle passes through the ground in the two braking states, and as can also be seen in fig. 6, both the increase of the height of the center of gravity and the forward movement of the center of gravity increase the risk of the vehicle turning forward under emergency braking. It should be noted that: in the case of a dynamic balance vehicle, the forces of the swinging part and the non-swinging part of the vehicle should be discussed separately in theory, but considering that the mechanism of dynamic balance is discussed by the non-swinging part of the vehicle and the analysis of the safety of the vehicle associated therewith is not substantially affected, the influence of the non-swinging part of the vehicle is ignored from the viewpoint of the major contradiction of grasping for convenience of explanation, however, when designing the dynamic balance vehicle, the mass of the non-swinging part of the vehicle should be reduced as much as possible, because the smaller the mass of the non-swinging part of the vehicle is, the more advantageous is the control of the dynamic balance. If the intersection point of the straight line where R is located and the ground is defined as N, we can get the following conclusion: 1.1, when the vehicle runs straight at a constant speed, neglecting a tiny centrifugal force (the same applies below) required by adjusting the microscopic resultant force, wherein the resultant force R of the vehicle is gravity, the vertical ground is downward, the N point falls on the M point (the M point is the vertical projection of the gravity center on the ground, the straight line g in fig. 7 is the intersection line of the cross section where the gravity center of the vehicle is located and the ground, and the M point is on the straight line g), and the vehicle body stands upright (vertical to the ground) at the moment as shown in fig. 6 to 10; in the driving process, the vehicle is a nearly uniform straight line in most of the time And thus the N point varies substantially within a small range just before and just after the M point, i.e., the N point is on the AC line and substantially near the M point. 1.2, when the vehicle is bent at a constant speed, the resultant force R of the vehicle is the resultant force R of gravity and bending centrifugal force 1 N points fall to the right or the left of M points, i.e. N points are at L 1 L 2 On the line (fig. 7), the vehicle body is inclined at this time, and the distance from the N point to the M point increases due to an increase in centrifugal force; the overstretches in most practical cases are coasting (micro deceleration) and there are few micro acceleration possibilities, so that N falls at L 1 L 2 In the region near the wiring (L in FIG. 7) 1 L 2 Gray area near the link). 1.3, when the vehicle is in a straight line acceleration (deceleration), F is backward (forward), R is the resultant force of inertia force F and gravity and points to the backward (forward) lower part, N point falls to the right rear (forward) of M point, at this time, the vehicle body is vertical, the distance between N and M point is determined by the size of F, namely N point is on AC connecting line and can be far away from M. 1.4, the vehicle is obviously accelerated (decelerated) during over-bending, and notice that the situation rarely happens, particularly the over-bending braking deceleration is dangerous (the subconscious of a person decelerates in advance to avoid the situation as much as possible), the N point falls behind (in front of) the M point, the vehicle body is inclined at the moment, and the distance between the N point and the M point is determined by F and centrifugal force. 1.5, under the state that the dynamic balance of the vehicle is lost, an emergency situation is generated to cause the vehicle body to be out of control, and the situation is basically in a deceleration state, so that the N point falls in the oblique front of the M point, the distance between the N point and the M point is determined by the deceleration inertia force F and the posture of the vehicle, and the greater the F is, the more the N point is far away from the M point. For a passive balance car, the point N is random and falls arbitrarily in the static safety zone of the car (see definition below).
The above description is the same or similar to that of the patent 201922148722.2 "a man-machine combined balance car" except for the inertial force, but as described above, the inertial force is an important factor for evaluating the safety of the car, so the safety state of the dynamic balance car under the influence of the inertial force will be mainly analyzed.
Static security thread and static security zone: static safety lines are used herein to reflect the static safety of a dynamic balance car. As shown in fig. 6, the polygonal area formed by connecting the centers of the adjacent wheel contact points is a static safety area, namely, the quadrilateral ABCD in fig. 6, and the safety area is the same in the static and dynamic situations of the conventional vehicle (the dynamic balance vehicle has different roles in the dynamic situation, which is discussed in the fault tolerance area). The intersection line of the cross section where the center of gravity of the whole vehicle is located and the static safety zone is the static safety line where the center of gravity is located, namely the EF line in the figure. The "static stability safety factor SSF" described in patent CN200510137683.6, "wheel configuration structure of four-wheel vehicle", is the ratio of the distance of the projection point of the center of gravity on the ground to the projection of the line of the center of the side wheel on the ground to the height of the center of gravity, and the "higher SSF value represents higher rolling and anti-overturning capability" (see patent CN200510137683.6 description), although the patent does not describe whether "rolling" and "overturning" are dynamic or static, but obviously is more significant in dynamic. For the dynamic balance car, as mentioned above, the resultant force R of the car in motion always points to the swing axis, so during normal running, the gravity center height has no influence on the transverse tipping of the dynamic balance car, so long as the dynamic balance car runs normally (the conditions of conclusion 1.1 and conclusion 1.2 in the discussion of the resultant force R), the car cannot roll over (under the condition of over-bending or over-bending, we actively decelerate in advance; at the moment of fast speed, we actively turn over and bend greatly), and therefore we cannot evaluate the dynamic safety of the dynamic balance car by using SSF. SSF can be used for evaluating the static safety of a dynamic balance car, but only aims at comparing the safety of different types of cars, but not specific physical cars, and for comparison convenience, we uniformly assume that the gravity centers of the cars are the same (the same below), so that the size of the static safety can be intuitively reflected by the length of EF line.
Swing axis projection area: the swing axis projection area is defined as the area of the vehicle body symmetry center plane where the swing axis z1 is located to sweep the ground when the vehicle body swings between swing limit angles (defining "swing limit angle" as the maximum angle at which the vehicle body can swing, which can be achieved by limiting on the frame structure of the vehicle). As shown in fig. 7, the swing axis projection area is a straight line a 1 And a 2 The region between (straight line a 1 And a 2 When the vehicle body is positioned at the swing limit angle, the intersection line of the symmetrical central plane of the vehicle body and the ground). Four types of dynamic balance cars are shown in fig. 7: fig. 7 (a) shows a case where the chassis includes side wheels and rear wheels and the swing axis z1 passes the front wheel contact point, fig. 7 (b) shows a case where the chassis includes side wheels and rear wheels and the swing axis z1 passes above the front wheel contact point, fig. 7 (c) shows a case where the chassis includes front wheels and side wheels and the swing axis z1 passes the rear wheel contact point, and fig. 7 (d) shows a case where the chassis includes all wheels and the swing axis z1 is parallel to the ground. When the car body is in dynamic balance, the N point falls in the projection area of the swing axis, and as long as the car body is in dynamic balance, the N point cannot transversely cross the area, so the area is also a transverse limiting area of the stress of the dynamic balance car, namely a straight line a 1 And a 2 The stress of the vehicle in the dynamic balance state is limited between the dynamic balance state and the dynamic balance state in the transverse direction, so that the straight line a 1 And a 2 The closer together, the more N-point can be confined to a static safe zone. However, the point N can be located outside the static safety zone in the longitudinal direction, and the vehicle body is still turned over although the vehicle body is in a dynamic balance state. As shown in the conclusions 1.1 and 1.2, the dynamic balance car is in most cases N points are located before, after, and around M points, so that only L is ensured 1 And L 2 Point (straight line g and straight line a) 1 And a 2 The intersection point) is positioned in the static safety zone, the safety of the dynamic balance car in the normal driving state can be ensured, and the point L 1 Sum point L 2 The further from the static safe zone boundary, the greater the safety margin. From this we can again conclude that: 2.1, the smaller the projection area of the swing axis is, the smaller the stress area in the dynamic balance state is transversely limited, the farther the stress area is away from the transverse boundary of the static safety area, and the larger the safety margin is; at the same time L 1 And L 2 The point must be located within the static safe zone and as far as possible from the static safe zone boundary. 2.2, the closer the oscillation axis z1 is to the ground, the better, because the closer the oscillation axis z1 is to the ground, the closer the oscillation axis projection area is to the center line AC, L 1 And L 2 The closer the point is to the AC, L 1 And L 2 The safer the point is, the safer the dynamic balance of the vehicle isThe higher the sex. The above conclusions 2.1 and 2.2 are also fundamental principles for determining the direction and height of the oscillation axis z1.
Care should be taken that: (1) the above N point is under the dynamic balance condition, but the N point is not related to the dynamic balance, so that the N point can not be said to fall on the straight line a 1 And a 2 The distance between the two points indicates that the vehicle is in a dynamic balance state, and N is still possibly in a straight line a during the non-dynamic balance 1 And a 2 Between them. (2) Straight line a 1 And a 2 The points in between represent the resultant force state under the corresponding dynamic balance, and when the point N falls on a certain point, if the vehicle body is in dynamic balance at the moment, the resultant force R passes through the swing axis z1 and falls on the point; if the vehicle body is not dynamically balanced at this time, it means that the resultant force R is directed to this point but is away from the swing axis z1; if the N point falls on the straight line a 1 Or a 2 In addition, the vehicle body must be in a non-dynamic balance, and the resultant force R must not pass through the swing axis z1.
Fault tolerance characteristics: the braking safety of the dynamic balance car is reflected by a braking state fault tolerance characteristic (short for fault tolerance characteristic). The safety accident of the vehicle is basically in a braking state (or accompanied by braking), if the abnormal situation is found during normal driving, braking is adopted, and the more sudden the abnormal situation is, the more urgent the braking is, and the larger the inertia force is; when a vehicle collides, passive braking is formed, and the inertia force is often particularly large; and the problem that the dynamic balance car is easy to turn over due to overbending is solved, and the safety performance of most states in the running process is good, so that the safety of analyzing the braking state is more important and significant for the dynamic balance car. The three-wheel and above dynamic balance car does not trigger the car to turn over immediately after dynamic balance is destroyed, and an intermediate buffer state exists between the loss of dynamic balance and the triggering of the car to turn over, wherein the characterization parameter of the intermediate buffer state is called as fault tolerance property and comprises the following steps: fault tolerant zone, fault tolerant angle and fault tolerant arc. In the static safety zone, the forward zone of the static safety line is a fault tolerant zone, namely a polygonal ABEFD zone in FIG. 6; the error tolerance angle is an included angle of a front fault tolerance range under a certain braking acceleration (the braking acceleration is assumed to be unchanged); in fig. 6, an arc truncated by the fault tolerant area with M as the center and MP as the radius length is a fault tolerant arc. Then, the central angle corresponding to the fault-tolerant arc line is the fault-tolerant angle, the P point positions are different (the braking accelerations are different), the fault-tolerant angles are different, and the fault-tolerant arc line length is different. Because of the consideration of the braking state, the parameters of the fault tolerance characteristic are all located in front of the cross section where the center of gravity is located, i.e. in front of the EF line in the figure. Assuming that the vehicle is in a dynamic balance state at a certain moment, the N point falls on the X point of the projection area of the swing axis, when dynamic balance is destroyed, the N point starts to leave the X point and enter the fault-tolerant area, at the moment, the vehicle body is only in a state of starting unbalance, the chassis part is still in a stable safe state, even if the vehicle brakes and slides, the whole vehicle does not lose stability and still does not start to topple, if the vehicle does not get in touch at the moment, the N point is kept close to the boundary of the fault-tolerant area far away from the X point, and the whole vehicle starts to topple only when the N point crosses the boundary. Therefore, the fault-tolerant area provides reaction and deviation correction time for us, the time length is directly related to the size of the fault-tolerant area, the size of the fault-tolerant angle and the length of the fault-tolerant arc line (the three parameters are needed to be integrated, because the braking acceleration, the posture of the vehicle and the like can be changed in the unbalance process), and the larger the fault-tolerant area, the larger the fault-tolerant angle and the larger the fault-tolerant arc line are, the longer the reaction and error correction time can be provided for us. The two-wheel vehicle has no fault-tolerant area, once unbalanced, dynamic balance is easy to quickly deteriorate, the vehicle is out of control and falls down quickly, people have little reaction time, and adverse reactions such as sideslip, oversteer and the like are easy to further promote in the out-of-control process, so that the unbalanced process is further accelerated and aggravated. The fault-tolerant area is special for three-wheel and above dynamic balance vehicles, is not a safety area, is not a dangerous area because once the resultant force enters the fault-tolerant area, the danger is triggered, and is not a dangerous area because in the fault-tolerant area, the dangerous result of the vehicle turning over is not caused, the fault-tolerant area has the function of preventing the unbalance from accelerating to be worsened (because the chassis is stable at the moment), and the vehicle can return to the normal state of dynamic balance operation after the deviation correction of the conditional reflection type only needs a short time.
From the analysis, the fault tolerance characteristic is critical to the running safety of the dynamic balance car, and the fault tolerance characteristic is the most critical safety index for evaluating the dynamic balance car; the better fault tolerance characteristics (fault tolerance zone, fault tolerance angle, larger or longer fault tolerance arc) mean better security; it can also be seen that increasing track width (longitudinal and transverse), lowering center of gravity height is the most direct and effective method of improving fault tolerance. Care should be taken that: (1) the fault tolerance zone is not part of the static safety zone where the swing axis projection zone is removed, and the swing axis projection zone need not be removed, as there is only one equilibrium point at any instant, and the static safety zone except this point is the fault tolerance zone. (2) The fault tolerance characteristics are unequal to those of the static safety zone, and although the fault tolerance zone of the acceleration driving process is equal to the static safety zone in shape and area, the fault tolerance characteristics focus on the braking state, namely the front property of a straight line g, so that an error tolerance angle and a fault tolerance arc line (which actually introduces inertia force and is a key difference from the prior art) need to be added, and therefore the braking safety performance of the dynamic balance car cannot be measured by using the traditional static safety parameters (such as SSF), and the comparison of the fault tolerance characteristics of the positive three wheels and the reverse three wheels can also be seen.
The safety of three-wheel, four-wheel and cross-shaped dynamic balance vehicles (the transverse and longitudinal wheel tracks of the vehicle are the same, and the height and position of the center of gravity are the same) is analyzed by using the concept.
Comparison of the positive and reverse three rounds: fig. 8 shows the static safety line, fault tolerance zone, fault tolerance angle and fault tolerance arc of the positive and negative three-wheeled dynamic balance car, and we can easily see from the figure: the static safety line EF of the positive three wheels is longer than the reverse three wheels (although they have static safety zones of the same area), while the fault tolerance zone of the positive three wheels is smaller than the reverse three wheels; the error-tolerant angle and the fault-tolerant arc of the positive three wheels under the larger braking acceleration a are smaller than those of the reverse three wheels, and when the value of a is larger, the corresponding fault-tolerant arc is shorter for the positive three wheels and longer for the reverse three wheels. This illustrates: (1) under static state, the anti-falling performance of the positive three wheels is obviously better than that of the reverse three wheels (so that the size of the static safety area cannot be seen only); (2) in a braking state, the safety of the reverse three wheels is obviously better than that of the normal three wheels, and the more urgent the braking is, the more obvious the gap is; (3) under emergency braking, the fault-tolerant arc and fault-tolerant angle of the right three wheels can be rapidly reduced, so that the three wheels are dangerous; (4) similarly, a four-wheel vehicle with rectangular arrangement can be obtained without illustrating, and the four-wheel vehicle has optimal static safety lines, fault-tolerant areas, fault-tolerant angles and fault-tolerant arcs. The answer to the primary questions of the present invention is now apparent: although the positive three-wheeled dynamic balance vehicle has good static safety, the key braking safety is the weakest in the wheel arrangement forms except for two wheels, so that the dynamic balance technology needs to be expanded to other vehicle types. ( And (3) injection: the relevant dimensions in fig. 8 are exactly the same as those in fig. 6, the actual plotted dimensions are: l=1250 mm, k=750 mm, p=400 mm, w=570 mm, side wheel width 80mm, side wheel outer maximum dimension 650mm; in addition, it can be seen that in the braking situation, the gravity center height h has an effect on the safety, and the greater h, the more forward the P point is at the same braking acceleration a, the lower the safety is. )
Comparison of a cross-shaped dynamic balance car and a right three-wheeled dynamic balance car: as can be seen from fig. 6 and 8, under the condition of the same transverse and longitudinal wheel tracks and gravity center height, the fault-tolerant area, fault-tolerant angle and fault-tolerant arc of the cross-shaped dynamic balance car are greatly improved compared with those of the right three-wheeled dynamic balance car. If the connecting line of the front wheel and the side wheel of the cross dynamic balance car is extended backwards (as shown in figure 6), the connecting line is intersected with the axis of the rear wheel to obtain w 1 W is then 1 The rear wheel spacing of the three-wheeled dynamic balance car under the condition of the same fault tolerance characteristic can be seen from the figure, w 1 Exceeding w by a large amount, i.e. w 1 W=l/k. In fig. 6, k=750 mm, l=1250 mm, w=570 mm (wheel width 80mm, side total width 570+80=650 mm), where w 1 =950 mm (total width of side 950+80=1030 mm). It can be seen that the cross-shaped dynamic balance car with the total width of 650mm and the regular three-wheel dynamic balance car with the total width of 1030mm have the same braking safety ≡! And although the 650mm cross dynamic balance car has a reduced static safety line (EF line slightly less than E) compared with that of 1030 car 1 F 1 A wire) but this reduction has no substantial effect, i.e. the static stability of the cross-shaped dynamic balance car is sufficient. Therefore, the wheel arrangement form of the cross-shaped dynamic balance vehicle has obvious advantages when applied to the dynamic balance vehicle, and specifically comprises the following steps: (1) compared with a normal three-wheeled dynamic balance vehicle, the fault tolerance characteristic is greatly improved, and the braking safety is improved; (2) relative to the reverse direction The three-wheeled dynamic balance car can achieve a harmony between static safety and braking safety by adjusting the ratio of k to l; (3) the high-efficiency steering problem under the condition of extremely low cost is solved, and the stability of the dynamic balance car with the multi-wheel structure is guaranteed, so that the practicability of the dynamic balance car is greatly improved; (4) one more wheel than the tricycle, the braking point and the ground grabbing performance are increased; (5) if the rear wheel is used as a driving wheel, a differential mechanism is not needed, so that the whole vehicle can obtain the simplest and most compact power structure; (6) the turning radius of the vehicle is small, and the turning is more flexible; (7) the front and rear single wheels can make the front and rear parts of the vehicle more compact, and the streamline shape of the vehicle is better and more flexible.
From the above comparative analysis we can conclude that: 3.1, the four-wheel dynamic balance car with rectangular arrangement has the best static safety (longest static safety line) and braking safety (best fault tolerance characteristic); 3.2, the positive three-wheeled dynamic balance car has good static safety, but the braking safety is the worst, and particularly the more urgent braking is more dangerous; 3.3, the static safety of the reverse three-wheel dynamic balance car is poor, the safety is insufficient during light braking, but the safety of emergency braking is obviously improved compared with that of the right three wheels, and the relative superiority of emergency braking is more obvious; 3.4, the static safety and the braking safety of the cross dynamic balance car are between those of the rectangular four-wheel dynamic balance car and the three-wheel dynamic balance car, and different changes are presented due to different ratios of k and l (see later for details); 3.5, the cross dynamic balance car does not require the center of gravity of the whole car to move forward due to the forward movement of the side wheels, and on the contrary, the center of gravity of the whole car is still considered to be close to the rear part of the car, so that the AM line is long enough to improve the braking safety of the car.
The analysis and comparison not only help us to understand the decision factors and interrelationships of the safety of the dynamic balance car, but also solve the primary problem of the invention. And the optimization scheme can be provided for the safety, stability and the like of the cross dynamic balance car according to the analysis result. (discussed below in the context of the same track and center of gravity height)
First, regarding the ratio of k to l (hereinafter defined as λ): the invention considers that lambda between 0 and 0.8 is suitable, and the main principle of determining the value is as follows: (1) the realization of dynamic balance is not affected, (2) the fault tolerance characteristic as good as possible can be obtained, (3) the length of the static safety line is considered, (4) the arrangement of the driving and main braking wheels, (5) the structural design and the space arrangement factors of the vehicle are considered. From the standpoint of not affecting the dynamic balance implementation, when λ is small (e.g., λ < 0.5), the two-sided wheels are not suitable for use as directional wheels; if the side wheels are considered to be driving wheels and main braking wheels (the side wheels should be directional wheels at the moment), lambda should be larger (for example lambda > 0.5); from the standpoint of obtaining as good fault-tolerant characteristics as possible (braking safety), λ should be as small as possible; from the perspective of considering static security threads, lambda should be as large as possible; from the structural design and spatial arrangement of the vehicle, λ may need to be adjusted for avoidance as the case may be. At lambda > 0.8, it is considered herein that there is no significant difference between the cross-shaped dynamic balance car and the right three-wheeled dynamic balance car, and that it is not necessary to take the form of a wheel cross arrangement. It should also be noted that when λ=0, the cross-shaped dynamic balance vehicle is not equivalent to the reverse three-wheeled dynamic balance vehicle, and there are substantial differences between them, including significant differences in steering structure, swing axis, composition of the swing portion of the vehicle, and the like.
The universal wheel and the second steering wheel are arranged: the front wheel of the cross dynamic balance car is used as a steering wheel, and then the side wheels and the rear wheels cannot necessarily be directional wheels at the same time, and then: (1) Designing the side or rear wheels as universal wheels is one of the simplest methods, but it has the disadvantage of braking problems. The universal wheel with brake is the prior art, only the universal wheel is used on a dynamic balance car or needs to be improved, the braking action sent by a handle or a foot needs to be transmitted to the brake of the universal wheel, and the possible position of the wheel needs to be considered, however, the realization of the structure has no problem under the prior art; if we do not brake the universal wheel, for the case of the rear wheel with the universal wheel, the number of the brake wheels is equal to three wheels, but it has two obvious safety advantages: (1) a stable chassis, (2) an extended fault tolerance feature; for the situation that the universal wheels are adopted by the side wheels, the number of the brake wheels is equal to two wheels but less than three wheels, but the safety of the side wheels can still be better than that of three wheels due to two safety advantages (stable chassis and expanded fault tolerance), so that the economic cross dynamic balance vehicle has good practical significance for directly adopting the universal wheels. (2) The side wheels or the rear wheels are designed as second steering wheels, and the proportional relation of the steering angles between the front wheels and the second steering wheels is determined according to the steering geometric relation of the front wheels and the second steering wheels, and can be realized through a second steering transmission mechanism. The steering of the second steering wheel is indirect steering, and the second steering has trailing property and auxiliary property, so that the hysteresis problem of the indirect steering at the moment does not bring adverse effect on the dynamic balance of the vehicle, and the second steering wheel has good sideslip prevention performance, so that the safety of the whole vehicle is more ensured by the scheme, and the defect is that a steering mechanism is relatively complex.
Using a wide wheel: in order to further improve the braking safety of the vehicle, the front wheels use wider wheels, and the upper diagram in fig. 9 shows the state of the fault-tolerant area considering the wheel width factor, and in the case of using wider wheels for the front wheels, the fault-tolerant area is further enlarged, the fault-tolerant arc and the fault-tolerant angle are further increased, and the braking safety is further improved.
The front wheel or the rear wheel adopts an integrated double-wheel structure: along the above line, we get a solution to continue the optimization: the front wheels are double wheels, as shown in the lower diagram of fig. 9, and the absolute fault tolerance zone, the fault tolerance arc and the fault tolerance angle (fault tolerance characteristics without considering the wheel width factors) are obviously enlarged. At this time, the double wheel is different from the conventional front double wheel structure, the double wheel structure is integrally steered, and when the vehicle body swings, the two wheels are always contacted with the ground, the steering structure not only maintains high-efficiency steering, but also has two-point support (the structure is shown in fig. 22, and the structure is the prior art), but the double wheel distance of the structure cannot be excessively large, otherwise, the use is influenced. If a larger spacing between the front two wheels is required, it is necessary to steer each of them, and the cross-shaped wheel arrangement is then of no practical significance, but replaced by a rectangular four wheel arrangement. Similarly, the rear wheel can also be provided with an integrated compact double-wheel structure, so that the rear wheel is suitable for occasions with overweight rear parts, namely over-rear gravity centers.
The retractable auxiliary supporting device is adopted: although the fault-tolerant area is bigger and bigger along with smaller lambda and the fault-tolerant arc line of emergency braking is longer, when lambda is smaller (for example lambda is less than or equal to 0.2), the static safety line EF is shorter, as shown in the left graph of figure 10, and the safety is not high under the condition of light braking, so that the safety under the static and light braking states can be improved, the fault-tolerant area can be compensated by arranging the retractable auxiliary supporting device (the structure is shown in figure 30), when the retractable auxiliary supporting device is used (the auxiliary supporting device and the auxiliary braking device can be put down during the static and braking), and the fault-tolerant characteristic can be almost equivalent to the rectangular wheel arrangement from the right graph of figure 10. Of course, this equivalent effect is that under the condition that the auxiliary supporting device is active, for most cases, such as pre-determination, pre-preparation in advance, and timely reaction, the auxiliary supporting device can be made to act, but too urgent situations exist that are not as fast as the reaction, so that the scheme of the auxiliary supporting device is still not as fast as the dynamic balance car with rectangular wheel arrangement in terms of overall safety.
The foregoing is a description of the primary problem solving and associated optimization measures of the present invention, and the second aspect of the present invention will be discussed.
From the above analysis of the safety performance of the dynamic balance car, it is known that the four-wheel dynamic balance car with rectangular arrangement has the best safety, why is the rectangular four-wheel dynamic balance car not directly adopted? As described in the background art, the dynamic balance four-wheel vehicle is limited by the steering problem when being realized, and the high-efficiency indirect steering system without hysteresis is difficult to realize in the prior art, so that the dynamic balance cannot stably run due to the hysteresis problem of the indirect steering system under the conventional structure and the manufacturing process. In the face of this problem, we have three solutions: (1) the indirect steering system meets the requirements by means of processes, materials and the like with excellent performances without cost; (2) the direct steering system (the direct steering device of the existing two-wheel vehicle has simple structure and mature technology) is adopted, but the rectangular four-wheel arrangement form is abandoned; (3) the realization form of dynamic balance of people is abandoned and other modes are adopted to realize dynamic balance, such as a gyroscope electronic balance control system (the electronic balance control system is not controlled by centrifugal force and steering unlike human control, for example, the electronic balance control system can realize the erection of a vehicle body in a parking state, so that whether the steering is efficient and timely has little influence on realizing the dynamic balance or not). From the present point of view, it is evident that the second approach is simple and economical, while the cross-shaped wheel arrangement allows both the direct steering system of the two-wheeled vehicle to be preserved and the safety of the vehicle to be higher than that of three wheels. Therefore, the discovery of the steering problem of the dynamic balance car and the adoption of a direct steering system are another important invention point of the dynamic balance car with the cross-shaped wheel arrangement.
If we take the first and third approaches to solve the steering problem of the four-wheel vehicle, using an efficient non-hysteresis indirect steering system or an electronic balance control system (or otherwise achieving dynamic balance), it is meaningless if it is a cross-shaped dynamic balance vehicle? The answer is also negative, and when the indirect steering system and the electronic balance control system which meet the requirements are easy to realize and economical, the traditional advantages of the cross-shaped wheel arrangement are highlighted, namely, the structure is compact, the streamline shape is good, the turning radius is small, the turning is easy, and the like. Therefore, as a possibility of looking ahead, as a branch of the technical scheme, the invention also incorporates a cross-shaped dynamic balance car with the front wheel adopting indirect steering and a cross-shaped dynamic balance car adopting an electronic balance control system.
The front wheel adopts a cross dynamic balance car with indirect steering: the technical schemes of indirect steering of the front wheels are two types, namely, the chassis comprises all wheels, and the chassis comprises the front wheels and side wheels, and the rear wheels are arranged on the body. As for the former, the dynamic balance control system is a better mode suitable for realizing dynamic balance by utilizing the electronic balance control system, and because the swing axis z1 is parallel to the ground, the phenomena of head swing and tail swing which occur when the swing axis z1 swings under the condition that the swing axis z1 is not parallel to the ground (the front wheel or the rear wheel is arranged on the car body) are avoided, so that the electronic balance control system is more beneficial to accurately controlling the dynamic balance state of the car body. In the latter case, the rear wheel is mounted on the body, so that the rear wheel has the most direct power transmission structure, is particularly suitable for the case that an internal combustion engine is used as a power source, and can directly graft the whole body structure of the existing two-wheel vehicle.
Cross dynamic balance car adopting electronic balance control system: at present, the gyroscope electronic balance system is widely applied to balance vehicles, can balance wheelbarrows and two wheelbarrows, is completely feasible to be applied to cross dynamic balance vehicles, and has higher speed and safety. This is because: (1) the cross dynamic balance vehicle has the advantages that the ratio of the gravity center to the occupied area of the vehicle is smaller, four wheels have stronger ground grabbing force than two wheels, and the vehicle has better static and dynamic safety; (2) the cross dynamic balance car has a fault-tolerant area, so that the safety is further improved, and the single-wheel balance car and the two-wheel balance car have no fault-tolerant area, and once unbalance basically has no opportunity to correct the deviation, the car is directly overturned; (3) if the control of the person is combined with the electronic balance system, the control system can be simplified, the cost performance of the whole vehicle is improved, and under the condition that the electronic balance system fails, the control of the person can be quickly taken over, so that the running stability and the running safety of the vehicle are further improved.
The invention is further described below with reference to examples.
Example 1
The present embodiment is a specific embodiment in which the body of the dynamic balance car includes front wheels.
As shown in fig. 1 to 5, a dynamic balance vehicle with a cross-shaped arrangement of wheels of the present embodiment includes a swinging portion of the vehicle and a non-swinging portion of the vehicle, the swinging portion of the vehicle being capable of swinging in a vertical direction in which the vehicle travels, i.e., laterally swinging, relative to the non-swinging portion of the vehicle, and the swinging being a destabilizing swinging ("destabilizing swinging" meaning see above) so as to achieve dynamic balance of the vehicle during running. The whole vehicle of the dynamic balance vehicle comprises a front wheel 01, side wheels 02 and a rear wheel 03, wherein the front wheel 01 is arranged at the front part of the dynamic balance vehicle, the rear wheel 03 is arranged at the rear part of the dynamic balance vehicle, and the side wheels 02 are arranged between the front wheel 01 and the rear wheel 03 and are arranged at the left side and the right side of the dynamic balance vehicle to form a cross-shaped wheel arrangement structure; as shown in fig. 6, the distance between the axis of the front wheel 01 and the axis of the rear wheel 03 is l, the distance between the axis of the front wheel 01 and the axis of the side wheel 02 is k, and the ratio of k to l is between 0 and 0.8, so as to obtain the highest possible braking safety without affecting the dynamic balance of the vehicle and considering the static safety of the vehicle; the swinging part of the vehicle can stand in a dynamic balance state without any external force in the driving process, the main body which senses the dynamic balance state and then adjusts and maintains the dynamic balance state is a driver or an electronic balance control system, and the driver can stand in the dynamic balance state by utilizing the self balance sensing and control actions of the human body in the driving process or stand in the dynamic balance state by using the electronic balance control system. By adopting the design, on the basis of fully playing the advantages of compact structure, flexible running and the like of the cross wheel layout, the ratio of k to l is controlled between 0 and 0.8, so that the structural design of the vehicle and the static and dynamic performance (fault tolerance characteristic) of the vehicle are well considered.
In the embodiment, the swing part of the vehicle is a vehicle body 1, the non-swing part of the vehicle is a vehicle chassis 3, the connecting device of the vehicle body 1 and the vehicle chassis 3 is a swing device 2, and the vehicle body 1 is arranged on the vehicle chassis 3 through the swing device 2; the front wheel 01 is arranged on the vehicle body 1, the rear wheel 03 and the two side wheels 02 are arranged on the vehicle chassis 3, the front part of the vehicle body 1 is supported by the front wheel 01 in a contact manner, and the rear part of the vehicle body 1 is supported by the swing device 2 from the vehicle chassis 3; the vehicle body 1 can swing relative to the vehicle chassis 3 and the ground in the vertical direction along the vehicle, so that the vehicle body 1 dynamically and balanced stands on the vehicle chassis 3 and the ground without any external force during the running process; the front wheels 01 are of an integral steering structure, the front wheels 01 swing along with the swing of the vehicle body 1, and the swing of the vehicle body 1 does not generate the swing or the inclination of the rear wheels 03 and the side wheels 02 relative to the ground. Through the cross wheel layout, the front wheel direct steering system serving as the steering wheel is reserved in the cross dynamic balance car, the hysteresis-free high-efficiency steering function of the dynamic balance car is realized, and further the driving operability and safety of the dynamic balance car are improved, so that the dynamic balance car can obtain optimal operation experience, higher driving safety can be obtained, and the practicability of the dynamic balance car is greatly improved.
In the dynamic balance vehicle with the crisscross wheels, the front wheels 01, the side wheels 02 and the rear wheels 03 can adopt different structural forms, specifically, the front wheels 01 are steering wheels, and when the two side wheels 02 are directional wheels, the rear wheels 03 are universal wheels or second steering wheels; when the rear wheel 03 is a directional wheel, the two side wheels 02 are universal wheels or second steering wheels. When the second steering wheel is present, the steering operation is transmitted from the swinging portion of the vehicle to the second steering wheel through the steering transmission device 4, and the steering transmission device 4 is a device that prevents the swinging of the swinging portion of the vehicle and the steering transmission of the vehicle from affecting each other, and the swinging portion of the vehicle can swing at the same time during the steering transmission, the steering transmission does not affect the swinging of the swinging portion of the vehicle, and the swinging of the swinging portion of the vehicle does not affect the transmission of the steering. The specific construction of the steering transmission device 4 described above can be seen in embodiment 2. Fig. 1 to 5 show embodiments in which two side wheels 02 are directional wheels and the rear wheel 03 is a universal wheel, while two side wheels 02 are driving wheels. The front wheel 01 is mounted on the vehicle body 1 and adopts an integral steering structure, namely, the front wheel 01 is directly connected with a steering handle 12 through a steering column mounted on the vehicle body 1, two side wheels 02 and a rear wheel 03 are both mounted on the vehicle chassis 3, and the steering mode of the steering wheel directly controlled by the steering handle 12 is called as direct steering. Referring to fig. 23 and 24, a shock absorbing buffer 35 is arranged between the side wheels 02 and the rear wheels 03 and the chassis 3, and a power device 36 is arranged on the chassis 3, wherein the power device 36 can adopt a motor and differential system for driving the two side wheels 02 to rotate. Of course, the motor or the power form of the internal combustion engine can be applied to the dynamic balance vehicle with the cross-shaped wheels in the embodiment, and the power source in the electric form can be in the form of an in-wheel motor besides the motor and the differential mechanism in the embodiment. It should be noted that, in general, the driving wheel is a directional wheel, but it is also possible that the front wheel or the second steering wheel is a driving wheel, and the universal wheel cannot be a driving wheel. The power source in the form of an internal combustion engine can basically only use directional wheels as driving wheels, otherwise steering and dynamic balancing problems can complicate the transmission system very much. For batteries or fuel tanks, which are usually provided in the vehicle body 1, connection to the power source in the chassis 3 may be achieved with a flexible cord or hose so as not to be affected by the swing of the vehicle body 1. As shown in fig. 23 and 24, in the present embodiment, a shock absorbing and buffering device 35 is provided on a vehicle chassis 3, two side wheels 02 are mounted on a cantilever member 34, the cantilever member 34 is mounted on a chassis frame 31 through a cantilever bearing assembly 33, a set of shock absorbing and buffering devices 35 are provided on both sides of the cantilever member 34, one end of the shock absorbing and buffering device 35 is hinged on the cantilever member 34, and the other end is hinged on the chassis frame 31. The rear wheel 03 is also mounted to the chassis frame 31 via a shock absorbing and damping device 35.
The swing of the vehicle body 1 relative to the chassis 3 is achieved by the swing device 2, and the specific structural form of the swing device 2 is numerous, so long as the vehicle body 1 can freely rotate and tilt within a certain angle range relative to the chassis 3. As shown in fig. 11 and 12, a bearing type swinging device 2a is shown, the bearing type swinging device 2a comprises a bearing 2a1, a bearing seat 2a2 and a rotating shaft 2a3, the bottom of a vehicle body 1 and the rotating shaft 2a3 are connected into a whole, the bearing 2a1 is arranged at two ends of the rotating shaft 2a3, the bearing 2a1 is arranged in the bearing seat 2a2, the bearing seat 2a2 is fixed on a vehicle chassis 3, and the vehicle body 1 swings by taking the rotating shaft 2a3 as a rotation center. As shown in fig. 13 and 14, another swinging device 2, namely, a hinge type swinging device 2b is shown, the hinge type swinging device 2b includes a hinge upper member 2b1, a hinge lower member 2b2, a pin shaft 2b3, and an axial fixing member 2b4, the bottom of the vehicle body 1 is integrally connected to the hinge upper member 2b1, the hinge lower member 2b2 is fixed to the vehicle chassis 3, the pin shaft 2b3 passes through the hinge upper member 2b1 and the hinge lower member 2b2, and is axially fixed by the axial fixing member 2b4, so that the hinge upper member 2b1 can rotate about the axis of the pin shaft 2b3 with respect to the hinge lower member 2b2, namely, the vehicle body 1 swings about the pin shaft 2b3 as a rotation center.
In order to further improve the stability and stability of dynamic balance control during running of the dynamic balance vehicle, in this embodiment, the above-mentioned swinging device 2 preferably adopts a rolling type swinging device 2c, as shown in fig. 15 and 16, the rolling type swinging device 2c includes a swinging upper member and a swinging lower member, the swinging upper member is connected with a swinging portion of the vehicle, the swinging lower member is connected with a non-swinging portion of the vehicle, the swinging upper member is placed on the swinging lower member in a rolling manner, and the swinging upper member can roll back and forth on the swinging lower member, thereby forming a left-right swinging of the swinging portion of the vehicle relative to the non-swinging portion of the vehicle and the ground; the contact surfaces of the swing upper member and the swing lower member are provided with an anti-slip structure or made into a tooth-shaped structure which is meshed with each other. At this time, the swing axis of the vehicle body 1 is not fixed with respect to the vehicle chassis 3, and the swing axis moves within a certain range with the swing of the vehicle body 1. The anti-slip or tooth-like structure between the swing upper and lower members can reduce or prevent lateral slippage during the swing. Further, the contact surface between the swing upper member and the swing lower member of the rolling swing device 2c is soft contact, one of which is a flexible member, the other is a rigid member, or both of which are flexible members. The contact between the oscillating upper member and the oscillating lower member is made of a deformable flexible material or is made of an inflatable structure. For example, the contact piece can be made of rubber, and can be of a solid structure, a honeycomb structure or a hollow inflatable structure. The soft contact design is adopted, the contact surface deforms under the action of the gravity of the vehicle body to form surface contact, so that the swing flexibility of the dynamic balance vehicle is ensured, the controllability of the swing action is improved, the swing stability of the vehicle body is improved, and the dynamic balance vehicle is safer.
As shown in fig. 15 and 16, in the rolling swing 2c described above, the swing upper member thereof includes the roller fixing member 2c1 and the roller contact member 2c2, and the roller contact member 2c2 is fixedly connected to the vehicle body 1 by the roller fixing member 2c 1; the swing lower component comprises a supporting piece 2c4 and a limiting piece 2c3, the supporting piece 2c4 is connected with the chassis 3, the limiting piece 2c3 is installed on the chassis 3 or the supporting piece 2c4, the limiting piece 2c3 is used for preventing the roller contact piece 2c2 from being separated from the supporting piece 2c4, and an axial limiting structure is arranged between the roller fixing piece 2c1 and the limiting piece 2c3 or the supporting piece 2c4 and used for transmitting force in the longitudinal direction of the vehicle. The roller contact piece 2c2 is of a wheel-shaped structure, a fixed shaft is arranged in the center of the roller contact piece 2c2, the roller contact piece 2c2 cannot rotate around the fixed shaft, the roller contact piece 2c2 rolls on the supporting piece 2c4, the limiting piece 2c3 limits the roller contact piece 2c2, and the fixed shaft of the roller contact piece 2c2 is used for connecting the roller fixing piece 2c1 and transmitting force. Specifically, the cross-sectional shape of the roller fixing member 2c1 is an inverted "U" shape, and two arms thereof connected to the fixed shaft of the roller contact member 2c2 extend downward, sandwiching the support member 2c4 between the two arms, so that the force in the front-rear direction can be transmitted by the cooperation of the roller fixing member 2c1 and the support member 2c 4. The roller contact piece 2c2 and the supporting piece 2c4 are matched by adopting a tooth-shaped meshing structure, and the meshing is in one direction or multiple directions, so that slippage in the rolling process can be prevented, and force transmission can be realized while rolling.
In addition, the swinging device 2 further includes a damping mechanism, the damping mechanism is used for adding damping to the left and right swinging of the swinging part of the vehicle to increase the stability of dynamic balance control, and the degree of the damping added by the damping mechanism is limited by the control of not losing the dynamic balance of the swinging part of the vehicle. The damping mechanism can be in the form of damping springs, damping blocks and the like, wherein a damping mechanism in the form of a damping block is shown in fig. 12, as shown in fig. 12, a damping block 2a4 is held on a rotating shaft 2a3 by upper and lower anchor clamps, the anchor clamps are tightly held and adjusted by fasteners, and the anchor clamps are fixed on a chassis 3, so that the swing of a vehicle body 1 is damped to a certain extent.
As shown in fig. 1, 4 and 6, in the present embodiment, it is desirable that the swing axis z1 of the swing device 2 passes through the front wheel 01 contact point of the vehicle body 1. In practice, the vibration damping system of the vehicle will change significantly due to the change in the tire pressure of the wheels, the change in the vibration damping system of the vehicle, especially in empty and loaded conditions and in different load conditions, which will result in the swing axis z1 not possibly passing exactly and fixedly through the front wheel ground contact point, but forming an angle (the angle formed by the connection of the center of the swing device 2 and the front wheel ground contact point and the swing axis z 1), which angle will change differently for different loads of the vehicle. This upward or downward angle may have the effect of turning the faucet "slackening" or "sinking" and may therefore also be used intentionally. As another embodiment, the swing axis z1 of the swing device 2 is located within a small angle range above or below the line connecting the swing center of the swing device 2 and the front wheel 01 of the vehicle body 1. The invention considers that the included angle is not too large, and the included angle is recommended to be within 5 degrees and cannot exceed 10 degrees, otherwise, serious interference is caused to dynamic balance control. The setting of the swing axis z1 (i.e. the installation position of the swing device 2) is not arbitrary, and there is a principle that the improper setting directly affects the safe use of the balance car, and the principle is that: the intersection point formed by the longitudinal center plane, the cross section where the center of gravity of the whole vehicle is located and the three surfaces of the ground when the vehicle body 1 swings to the maximum angle should fall in a polygonal area formed by connecting the adjacent wheel grounding points, and the farther the intersection point is from the boundary of the polygonal area, the better (the same as the previous conclusions 2.1 and 2.2).
In order to further improve the fault tolerance of the dynamic balance vehicle with crisscross wheels, the front wheel 01 may have a dual-wheel structure in this embodiment. As shown in fig. 22, the front wheel 01 on the vehicle body 1 is an integrated steering type double-wheel steering device which includes two wheels which are steered around the center of their axle center lines, and which always keeps the ground contact. The integrated steering type double-wheel steering front wheel design is adopted, so that the efficient steering is maintained, two-point support is provided, the absolute fault-tolerant area, fault-tolerant arc line and fault-tolerant angle of the dynamic balance car can be further enlarged, and the fault-tolerant characteristic is further improved. The specific structural form of the integral steering type double-wheel steering device is the prior art and is not repeated here.
When the electronic balance control system is used to make the swinging part of the vehicle in a dynamic balance state, the electronic balance control system can adopt a gyroscope electronic balance control system in the prior art, and the gyroscope electronic balance system is used for assisting the dynamic balance of the vehicle body 1 or the gyroscope electronic balance system is used for completing the dynamic balance of the vehicle body 1. The control principle of the gyroscope electronic balance system is different from that of the person balance control, the gyroscope electronic balance system can enable the vehicle body to keep an upright state when the vehicle is stationary, and the person balance control needs to be adjusted by means of steering to obtain centrifugal force. The electronic balance control system of the gyroscope is widely applied to balance cars, and the specific working principle of the electronic balance control system of the gyroscope is not explained here.
Example 2
The embodiment is a specific implementation mode of the dynamic balance vehicle, wherein the vehicle body does not contain wheels.
The basic structure and the working principle of the dynamic balance vehicle with the crisscross wheel arrangement of the embodiment are the same as those of the embodiment 1, and the differences are that:
in the embodiment, the swing part of the vehicle is a vehicle body 1, the non-swing part of the vehicle is a vehicle chassis 3, the connecting device of the vehicle body 1 and the vehicle chassis 3 is a swing device 2, and the vehicle body 1 is arranged on the vehicle chassis 3 through the swing device 2; the front wheel 01, the rear wheel 03 and the two side wheels 02 are arranged on the chassis 3, namely the vehicle body 1 does not contain wheels, the chassis 3 contains all wheels, and the vehicle body 1 is completely supported by the swing device 2 from the chassis 3; the vehicle body 1 can be pivoted relative to the vehicle chassis 3 in the vertical direction of travel along the vehicle, so that the vehicle body 1 stands on the vehicle chassis 3 in a dynamically balanced manner without any external forces during travel. The swing of the vehicle body 1 does not generate any swing or inclination of wheels relative to the ground, and the swing axis z1 of the swing of the vehicle body 1 is fixed relative to the vehicle chassis 3 or moves in a certain range along with the swing action; the steering operation of the vehicle is emitted from the vehicle body 1, steering is achieved by steering wheels transmitted to the vehicle chassis 3 by the steering transmission device 4, the steering transmission device 4 is a device which enables the swing of the vehicle body 1 and the steering transmission of the vehicle not to affect each other, the vehicle body 1 can swing simultaneously during the steering transmission, the steering transmission does not affect the swing of the vehicle body 1, and the swing of the vehicle body 1 does not affect the transmission of the steering.
The wheel cross-shaped dynamic balance vehicle is characterized in that the steering wheels are in transmission connection with the steering handle 12 through the steering transmission device 4, and the wheel cross-shaped dynamic balance vehicle belongs to 'indirect steering', and the problems of delayed steering response, steering clearance, inaccurate steering and the like can be caused due to the existence of an intermediate link of steering transmission in the indirect steering, and the problems can directly influence the realization and stability of dynamic balance. When the steering operation side (located in the vehicle body 1 such as the steering handle 12) swings with respect to the steered wheels, an indirect steering manner, particularly a dynamic balance car, must be adopted, and the swing cannot be affected by the steering movement, otherwise dynamic balance cannot be achieved. In the above-described embodiment 1, the front wheel 01 thereof belongs to the vehicle body 1, there is no swing of the steering operation side with respect to the steered wheels, the swing axis is below the steered wheels, and therefore the steering does not affect the swing; the front wheel 01 of the present embodiment belongs to the chassis 3, and therefore, the direct steering method cannot be adopted. In order to prevent the steering operation of the vehicle from interfering with the swing of the vehicle, the steering transmission device 4 preferably adopts a flexible transmission steering transmission device, one end of which is mounted on the steering mechanism of the vehicle body 1, the other end of which is mounted on the vehicle chassis 3 and is in transmission connection with the steering wheel on the vehicle chassis 3, and the flexible transmission device has a flexible transmission mechanism capable of freely bending along with the swing of the vehicle body 1 between the vehicle body 1 and the vehicle chassis 3. The flexible transmission mechanism can freely bend along with the swinging or tilting of the part containing steering control of the vehicle relative to the part containing steering wheels of the vehicle, so that the steering motion of the vehicle and the swinging or tilting motion of the vehicle are not affected, a feasible technical idea is provided for realizing dynamic balance of the non-integral steering dynamic balance vehicle, the swinging and steering motions of the dynamic balance vehicle are mutually independent, and the dynamic balance control of the vehicle is more free.
As shown in fig. 19, the flexible transmission mechanism includes a wire drawing device 41, a wire 42, a sleeve 43, an initial sleeve fixing device 44, a final sleeve fixing device 45, and a passive drawing device 46, the wire drawing device 41 is mounted on the vehicle body 1 and is drivingly connected to the steering handle 12 of the vehicle, the initial end of the wire 42 is fixed on the wire drawing device 41, the final end is fixed on the passive drawing device 46, the sleeve 43 is sleeved outside the wire 42, one end of the sleeve 43 is fixed on the vehicle body 1 through the initial sleeve fixing device 44, the other end of the sleeve 43 is fixed on the vehicle chassis 3 through the final sleeve fixing device 45, and the passive drawing device 46 is mounted on the vehicle chassis 3 and is drivingly connected to the steering wheel. The steel wire 42 is arranged in the sleeve 43 as a wire core, the steel wire 42 can slide back and forth relative to the sleeve 43 along the axial direction, the steel wire 42 and the sleeve 43 form a flexible steel wire sleeve pipe line which can be bent together, the steel wire 42 and the sleeve 43 are flexible and can be bent together, and the section of the sleeve 43 is hardly deformed during bending, so that the sliding of the steel wire 42 in the sleeve 43 is not influenced, and two movements which do not interfere with each other can exist in the steel wire sleeve pipe line.
Specifically, the wire traction device 41 is fixed to the shaft of the steering handle 12, and the passive traction device 46 is fixed to the steering shaft 32 of the front wheel 01. When the steering handle 12 is turned, the steel wire traction device 41 is driven to rotate, so that traction effect is generated on the steel wire 42, the steel wire 42 drives the passive traction device 46 to rotate, so that the steering rotating shaft 32 of the steering wheel rotates, the steering rotating shaft 32 produces push-pull motion on the steering wheel, and the direction control of the steering wheel is realized; the steel wires 42 and the bushings 43 are arranged symmetrically in pairs, and when the steering handle 12 is turned left, the one side steel wire 42 is pulled while the other side steel wire 42 is released, and when the steering handle 12 is turned right, the previously pulled one side steel wire 42 is released, and the previously released one side steel wire 42 is pulled. The steering movement of the steering handle 12 relative to the vehicle body 1 is thus converted into a relative sliding movement of the wire 42 relative to the sleeve 43, and the passive traction device 46 is rotated under the transmitted traction of the wire 42 to control the steering movement of the corresponding steering wheel. The contact surfaces of the wire drawing device 41, the passive drawing device 46 and the corresponding wire 42 are in arc structures, the circle center of the arc contact surface is the rotation center of the wire drawing device 41 or the passive drawing device 46, and the wire 42 is drawn along the tangential direction of the arc contact surface all the time.
When there is a second steered wheel, the steering operation is transmitted to the second steered wheel by the swing portion of the vehicle also through the steering transmission device 4. As shown in fig. 20, the rear wheel 03 is in the form of a second steering wheel, at this time, the wire line traction device 41 is still fixed on the shaft of the steering handle 12, and the passive traction device 46 is fixed on the steering shaft 32 of the rear wheel 03, and the steering handle 12 rotates to drive the wire line traction device 41 to rotate, and the wire line traction device 41 drives the passive traction device 46 to rotate through a flexible wire sleeve line, so as to drive the steering shaft 32 of the rear wheel 03 to rotate, thereby realizing synchronous steering control of the rear wheel 03. As shown in fig. 21, the side wheel 02 is in the form of a second steering wheel, at this time, the wire traction device 41 is still fixed on the shaft of the steering handle 12, and different from the fact that two side wheels 02 are respectively mounted on the chassis frame 31 of the chassis 3 through steering knuckles 49, two groups of steering knuckles 49 are connected through tie rods 4A, one side of the steering knuckle 49 is connected with one end of a steering tie rod 48, the other end of the steering tie rod 48 is hinged with a steering arm 47, the steering arm 47 is rotatably mounted on the chassis frame 31 through a steering rotating shaft 32, and the passive traction device 46 is fixed on the steering rotating shaft 32; the steering handle 12 rotates to drive the wire traction device 41 to rotate, the wire traction device 41 drives the passive traction device 46 to rotate through a flexible wire sleeve pipe, the passive traction device 46 drives the steering arm 47 to swing, and then the steering rod 48 drives the steering knuckle 49 of the side wheels 02 to rotate, so that synchronous steering control of the two side wheels 02 is realized. Furthermore, it should be noted that there is a problem of matching the steering angle between the second steering wheel and the first steering wheel, which should be determined according to the geometry in which they are steered, and this can be achieved here by the gear ratio of the wire traction device 41 and the passive traction device 46.
Of course, the flexible transmission mode is taken as a steering transmission device for indirect steering, which can well realize the problem that the swing and the steering are not mutually interfered, but is not the only form, so long as the steering transmission is efficient, timely and accurate, and the steering and the swing are not mutually interfered, or the steering transmission device can realize the dynamic balance realization and the stability even though a certain correlation exists between the steering and the swing.
Example 3
The present embodiment is a specific embodiment in which the body of the dynamic balance car includes a rear wheel.
The basic structure and the working principle of the dynamic balance vehicle with the crisscross wheel arrangement of the embodiment are the same as those of the embodiment 1, and the differences are that:
in the embodiment, the swing part of the vehicle is a vehicle body 1, the non-swing part of the vehicle is a vehicle chassis 3, the connecting device of the vehicle body 1 and the vehicle chassis 3 is a swing device 2, and the vehicle body 1 is arranged on the vehicle chassis 3 through the swing device 2; the rear wheel 03 is arranged on the vehicle body 1, the front wheel 01 and the two side wheels 02 are arranged on the vehicle chassis 3, the rear part of the vehicle body 1 is supported by the rear wheel 03 in a contact manner, and the front part of the vehicle body 1 is supported by the swing device 2 from the vehicle chassis 3; the vehicle body 1 can swing relative to the vehicle chassis 3 and the ground in the vertical direction along the vehicle, so that the vehicle body 1 dynamically and balanced stands on the vehicle chassis 3 and the ground without any external force during the running process; the rear wheels 03 swing along with the swing of the vehicle body 1, and the swing of the vehicle body 1 does not generate the swing or the inclination of the front wheels 01 and the side wheels 02 relative to the ground; the steering operation of the vehicle is emitted from the vehicle body 1, steering is achieved by steering wheels transmitted to the vehicle chassis 3 by the steering transmission device 4, the steering transmission device 4 is a device which enables the swing of the vehicle body 1 and the steering transmission of the vehicle not to affect each other, the vehicle body 1 can swing simultaneously during the steering transmission, the steering transmission does not affect the swing of the vehicle body 1, and the swing of the vehicle body 1 does not affect the transmission of the steering.
As can be seen from comparative example 1, this embodiment is substantially the same as example 1 in terms of swing, one in which only the front wheel 01 swings with the vehicle body 1 and one in which only the rear wheel 03 swings with the vehicle body 1, and therefore, in terms of arrangement of the swing axis z1, the principle and arrangement principle and effect of this embodiment are the same as those of example 1, and will not be explained here.
Since the front wheels 01 are located on the chassis 3, the direct steering method cannot be adopted. In order to achieve that the steering operation of the vehicle and the swing of the vehicle do not interfere with each other, the steering transmission device 4 is preferably a flexible transmission type steering transmission device, and as can be seen from comparative example 2, the steering mechanism of this embodiment is the same as that of example 2, and therefore, the detailed structure and working principle are seen from example 2.
The reasons and advantages of the present invention are described in detail in the foregoing, and are not repeated here, since both the embodiment 2 and the embodiment 3 employ indirect steering (i.e., non-integral steering).
Example 4
For the cross-shaped dynamic balance vehicle with the front wheels 01 on the vehicle body 1 in the embodiment 1 and the cross-shaped dynamic balance vehicle with the rear wheels 03 on the vehicle body 1 in the embodiment 3, the swinging device 2 can transmit torque to the vehicle chassis 3, and although the force applied to the wheels on the vehicle chassis 3 can be purposely removed by utilizing the torque change, the torque can be changed due to the deformation (caused by different load conditions) of the shock absorption and buffer device 35, and if the load conditions of the vehicle are relatively stable, the torque change is not large and has no obvious adverse effect; if the load of the vehicle varies considerably, the distribution of the forces borne by the wheels on the chassis 3 will consequently vary considerably, with the result that adverse effects will occur. In order to avoid the above-mentioned adverse effect of torque, the swing device 2 in this embodiment further has a longitudinal rotation axis z2 on the basis of embodiment 1 or embodiment 3, enabling the swing device 2 to rotate in the longitudinal plane of the vehicle, the longitudinal rotation axis z2 being perpendicular to the longitudinal plane of the vehicle for preventing the swing device 2 from transmitting torque in the longitudinal direction to the vehicle chassis 3. In this way, the distribution ratio of the forces of the chassis 3 to the wheels thereon is fixed, irrespective of the influence of the variations of the shock absorbing device 35 of the vehicle on the oscillation axis z1, thus also facilitating the stress design of the chassis 3.
As shown in fig. 17, the swing device 2 in the present embodiment is a cross-shaft type swing device 2d, the cross-shaft type swing device 2d includes a cross member 2d1, a vehicle body connecting member 2d2, a swing shaft 2d3, a swing axial fixing piece 2d4, a lateral shaft 2d5, and a lateral axial fixing piece 2d6, the cross member 2d1 includes an upper hole and a lower hole whose axes are perpendicular to each other, the vehicle body connecting member 2d2 is on both sides of the upper hole of the cross member 2d1, the swing shaft 2d3 passes through them to constitute a hinge rotation structure, and then the vehicle body connecting member 2d2 can rotate around the axis of the swing shaft 2d3, the swing axial fixing piece 2d4 axially limits the vehicle body connecting member 2d2 to constitute a swing axis z1; the transverse shaft 2d5 passes through the lower hole of the cross member 2d1, the cross member 2d1 can rotate around the transverse shaft 2d5, and the transverse axial fixing piece 2d6 axially limits the cross member 2d1 to form a longitudinal rotation axis z2; the vehicle body connecting member 2d2 is connected to the vehicle body 1, and the lateral shaft 2d5 is connected to the vehicle chassis 3, so that the vehicle body 1 can swing around the swing shaft 2d3 and also can rotate around the lateral shaft 2d5 with respect to the vehicle chassis 3 by the cross pivot type swing device 2 d. Fig. 27, 28, 29 show the mounting position of the cross-pivot type swing device 2d on the vehicle, the transverse shaft 2d5 being mounted on the chassis frame 31 of the vehicle chassis 3 by means of a swing device bearing block assembly, so that the transverse shaft 2d5 can rotate about its axis; the vehicle body connecting member 2d2 is fixedly connected to the vehicle body frame 11 of the vehicle body 1, thereby achieving swinging of the vehicle body 1 about the axis of the swinging shaft 2d 3.
Fig. 18 shows a further type of pendulum device 2 with a longitudinal rotation axis z2, i.e. the pendulum device 2 described above has the function of longitudinal rotation by providing a rotatable support 25 on the basis of the bearing pendulum device 2a shown in fig. 11 and 12, the hinge pendulum device 2b shown in fig. 13 and 14, and the rolling pendulum device 2c shown in fig. 15 and 16. Taking fig. 18 as an example for illustration, a rolling type swing device 2f including a rotatable support 25 is formed, the rotatable support 25 is mounted on a chassis frame 31 of a vehicle chassis 3, other parts of the rolling type swing device 2f are identical to the rolling type swing device 2c, and the entire rolling type swing device 2f can realize both swing of a vehicle body 1 and rotation of the rotatable support 25 in a longitudinal direction of the vehicle about an axis of the rotatable support 25. Also, both the bearing type swinging means 2a and the hinge type swinging means 2b can be made rotatable in the longitudinal direction of the vehicle by adding such a rotatable mount 25.
Fig. 20 and 26 show a further embodiment of the pendulum device 2 with a longitudinal axis of rotation z2, i.e. the pendulum device 2 is a universal joint 2e, with which two degrees of freedom of rotation in the directions can be achieved. One shaft of the universal joint 2e is fixedly connected with the vehicle body 1, the other shaft of the universal joint 2e is fixedly connected with a chassis frame 31 of the vehicle chassis 3, and the vehicle body 1 can swing relative to the vehicle chassis 3 along the left-right direction of the vehicle and rotate in the longitudinal plane of the vehicle through the universal joint 2 e; the universal joint 2e is also capable of causing the vehicle chassis 3 to follow the steering direction when the vehicle body 1 is turned. The universal joint is a mature product in the prior art, so that the structure of the swinging device 2 and the connecting structure of the swinging device 2, the vehicle body 1 and the vehicle chassis 3 can be greatly simplified by using the universal joint.
Example 5
From the foregoing, it is seen that the smaller the mass of the non-swinging portion of the vehicle, the more advantageous the control of the dynamic balance, i.e. the smaller the mass of the portion of the chassis 3 is desired. For this reason, on the basis of the foregoing embodiment, in the present embodiment, the swing portion of the vehicle is provided with the on-pendulum vibration damping device 15, that is, the on-pendulum vibration damping device 15 may be provided between the vehicle body 1 and the swing device 2, and at this time, the vehicle chassis 3 may not be provided with the vibration damping device 35, and the shock and vibration generated by the wheels of the vehicle chassis 3 after passing through the vehicle chassis 3 and the swing device 2 may be absorbed by the on-pendulum vibration damping device 15, as shown in fig. 25 and 26. By adopting the structural design, the structure of the non-swinging part of the vehicle is simplified, the mass of the non-swinging part of the vehicle is smaller, and the control of dynamic balance is more beneficial.
Specifically, as shown in fig. 25, 26, and 27 and 28, the shock absorbing and buffering device provided on the vehicle body 1 may be referred to as an on-pendulum shaft shock absorbing and buffering device 15, a pendulum shaft cantilever member 14 is mounted on the vehicle body frame 11 of the vehicle body 1 through a pendulum shaft cantilever bearing assembly 13, the pendulum shaft cantilever member 14 is mounted on a chassis frame 31 of the vehicle chassis 3 through a pendulum device 2, one end of the on-pendulum shaft shock absorbing and buffering device 15 is hinged on the pendulum shaft cantilever member 14, and the other end of the on-pendulum shaft shock absorbing and buffering device 15 is hinged on the vehicle body frame 11, so that shocks and vibrations generated by wheels of the vehicle chassis 3 on the ground are absorbed by the on-pendulum shaft shock absorbing and buffering device 15 after passing through the vehicle chassis 3 and the pendulum device 2, thereby simplifying the structure of the vehicle chassis 3.
Example 6
From the foregoing, when the ratio λ of the distance k between the axis of the front wheel 01 and the axis of the side wheel 02 to the distance l between the axis of the front wheel 01 and the axis of the rear wheel 03 is small (for example, λ is less than or equal to 0.2), the static safety line is relatively short, the safety in the case of light braking is not high, and the fault tolerance is as shown in the left graph of fig. 10 (see the foregoing for safety analysis). Referring to the right view of fig. 10, and in combination with fig. 27 to 30, in order to improve safety in a static and light braking state, on the basis of the foregoing embodiment, a dynamic balance vehicle with a cross-shaped wheel arrangement of the present embodiment, the swing portion of the vehicle includes auxiliary supporting devices 16, the auxiliary supporting devices 16 are disposed on both sides of the vehicle and can be retracted, and during parking or traveling, the auxiliary supporting devices 16 are put down and contact with the ground by the driver's manipulation to realize auxiliary support, and also auxiliary braking can be performed simultaneously; when the auxiliary support is not needed, the driver performs recovery operation on the auxiliary support device 16 to retract the auxiliary support device.
As shown in fig. 30 in particular, the auxiliary supporting device 16 comprises an auxiliary supporting member 161, a control wire 162, a wire end controlled member 163, an auxiliary supporting bearing assembly 164 and a spring return mechanism 165, the start end of the control wire 162 being fixed to the operator's operating mechanism, and the end thereof being fixed to the wire end controlled member 163; the auxiliary support member 161 and the wire end controlled member 163 are both fixed to an auxiliary support bearing assembly 164, and the spring return mechanism 165 is fixed to the vehicle body frame 11 at one end and to the auxiliary support member 161 at the other end. When a driver pulls the control steel wire 162 through the operation of the operating mechanism, the control steel wire 162 pulls the steel wire terminal controlled member 163 to rotate around the axis of the auxiliary support bearing assembly 164, and further drives the outer end of the auxiliary support member 161 fixedly connected with the auxiliary support bearing assembly 164 to rotate to a ground contact state, thereby realizing auxiliary support; when the driver releases the pulling of the control wire 162, the auxiliary supporting member 161 is restored to the retracted state by the spring force of the spring return mechanism 165; if the auxiliary support is grounded during the running process of the vehicle, the auxiliary brake of the vehicle is realized while the auxiliary support is realized.
In the present embodiment, the rear wheel 03 is used as a driving wheel, the hub motor is used as the power unit 36, and the universal wheels are used for both side wheels 02.
In addition to the above description, the absence of any reference to a braking system and other components of the vehicle is not intended to represent a cross-shaped dynamic balance vehicle of the present invention, but is not an innovation of the present invention. The brake system can be a system of the existing electric vehicle or motorcycle, and the swing of the vehicle body relative to the chassis is not affected because the brake transmission system is flexible; other similar related components can be easily realized without affecting the swing of the vehicle body relative to the chassis, and are not described in detail herein.
The carriage can be totally enclosed, so as to achieve the purposes of completely shielding wind and rain, protecting sun and protecting drivers; of course, the carriage can also be semi-enclosed, open-top, or simply without carriage, etc.; the front and rear wheel distance of the cross dynamic balance vehicle in a simple form can be smaller than 1.1 meter, the side wheel distance is smaller than 0.5 meter, the size of the cross dynamic balance vehicle is basically equal to that of a two-wheel vehicle, and the cross dynamic balance vehicle has higher safety compared with the two-wheel vehicle.
The dynamic balance vehicle with the crisscross-arranged wheels solves the contradiction between the speed and the stability (easy rollover) of the traditional small-sized four-wheel vehicle, solves the problem of low braking safety performance of the right-three-wheel dynamic balance vehicle, solves the problem of high-efficiency steering of the dynamic balance four-wheel vehicle, and ensures that the dynamic balance technology has higher practical value. Specifically, on the basis of fully playing the advantages of compact structure, flexible running and the like of the cross wheel layout, the dynamic balance of the vehicle is not influenced, the fault tolerance characteristic (braking safety) of the dynamic balance vehicle is improved under the condition of considering the static safety of the vehicle, the cross dynamic balance vehicle is well considered on the structural design of the vehicle and the static and dynamic performances of the vehicle, and the small city commuter tool with higher safety and reliability and economy and convenient realization is obtained. Meanwhile, through the cross-shaped wheel layout, a front wheel direct steering system serving as a steering wheel is reserved in the cross-shaped dynamic balance car, and the hysteresis-free high-efficiency steering function of the dynamic balance car is realized by a very simple and economic means, so that the optimal control experience and running safety are obtained, and the practicability of the dynamic balance car is greatly improved.
Claims (13)
1. A dynamic balance car that wheel cross was arranged, its characterized in that: the swinging part of the vehicle can swing along the vertical direction of the running of the vehicle relative to the non-swinging part of the vehicle, and the swinging is unstable, so that dynamic balance of the vehicle is realized in the running process;
the whole vehicle of the dynamic balance vehicle comprises a front wheel (01), side wheels (02) and a rear wheel (03), wherein the front wheel (01) is arranged at the front part of the dynamic balance vehicle, the rear wheel (03) is arranged at the rear part of the dynamic balance vehicle, and the side wheels (02) are arranged between the front wheel (01) and the rear wheel (03) and are arranged at the left side and the right side of the dynamic balance vehicle to form a cross-shaped wheel arrangement structure; the distance between the axis of the front wheel (01) and the axis of the rear wheel (03) is l, the distance between the axis of the front wheel (01) and the axis of the side wheel (02) is k, and the ratio of k to l is between 0 and 0.8, so that the fault tolerance characteristic of the vehicle is improved and the highest possible braking safety is obtained under the conditions that the dynamic balance of the vehicle is not influenced and the static safety of the vehicle is considered;
the swinging part of the vehicle can stand in a dynamic balance state without any external force in the driving process, the main body for sensing the dynamic balance state and then adjusting and maintaining the dynamic balance state is a driver or an electronic balance control system, and the driver can stand in the dynamic balance state by utilizing the balance sensing and control actions of the human body or in the dynamic balance state by using the electronic balance control system;
The swinging part of the vehicle is a vehicle body (1), the non-swinging part of the vehicle is a vehicle chassis (3), the connecting device of the vehicle body (1) and the vehicle chassis (3) is a swinging device (2), and the vehicle body (1) is arranged on the vehicle chassis (3) through the swinging device (2);
the front wheel (01) is arranged on the vehicle body (1), the front wheel (01) is used as a steering wheel to form a direct steering system of the vehicle, the rear wheel (03) and the two side wheels (02) are arranged on the chassis (3), the front part of the vehicle body (1) is supported by the front wheel (01) in a contact manner, and the rear part of the vehicle body (1) is supported by the chassis (3) through the swinging device (2);
the vehicle body (1) can swing relative to the vehicle chassis (3) and the ground in the vertical direction along the running direction of the vehicle, so that the vehicle body (1) stands on the vehicle chassis (3) and the ground in a dynamic balance manner without any external force during running; the front wheel (01) swings along with the swing of the vehicle body (1), and the swing of the vehicle body (1) does not generate the swing or the inclination of the rear wheel (03) and the side wheels (02) relative to the ground.
2. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the front wheels (01) are steering wheels, and when the two side wheels (02) are directional wheels, the rear wheels (03) are universal wheels or second steering wheels; when the rear wheel (03) is a directional wheel, the two side wheels (02) are universal wheels or second steering wheels; and when there is a second steering wheel, steering operation is transmitted to the second steering wheel by the swinging part of the vehicle through a steering transmission device (4), the steering transmission device (4) is a device which makes swinging of the swinging part of the vehicle and steering transmission of the vehicle not mutually affected, the swinging part of the vehicle can swing simultaneously during steering transmission, steering transmission does not affect swinging of the swinging part of the vehicle, and swinging of the swinging part of the vehicle does not affect transmission of steering.
3. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the swinging device (2) adopts a rolling type swinging device (2 c), the rolling type swinging device (2 c) comprises a swinging upper component and a swinging lower component, the swinging upper component is connected with a swinging part of the vehicle, the swinging lower component is connected with a non-swinging part of the vehicle, the swinging upper component is arranged on the swinging lower component in a rolling way, and the swinging upper component can roll left and right on the swinging lower component, so that left and right swinging of the swinging part of the vehicle relative to the non-swinging part of the vehicle is formed; the contact surfaces of the swing upper member and the swing lower member are provided with an anti-slip structure or made into a tooth-shaped structure which is meshed with each other.
4. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the front wheel (01) on the vehicle body (1) is an integral steering double-wheel steering device, the integral steering double-wheel steering device comprises two wheels, the two wheels steer around the center of the connecting line of the axes of the two wheels, and the two wheels always keep touching the ground.
5. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the swing axis (z 1) of the swing device (2) passes through the contact point of the wheels contained in the vehicle body (1); or the swing axis (z 1) of the swing device (2) is positioned in a small angle range above or below the connecting line of the swing center of the swing device (2) and the grounding point of the wheels contained in the vehicle body (1); the principle of the swing axis (z 1) is that the intersection point formed by the longitudinal center plane, the cross section where the center of gravity of the whole vehicle is located and the three surfaces of the ground when the vehicle body (1) swings to the maximum angle is located in a polygonal area formed by connecting adjacent wheel touchdown points, and the farther the intersection point is from the boundary of the polygonal area, the better the intersection point is.
6. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the pendulum device (2) also has a longitudinal rotation axis (z 2) enabling the pendulum device (2) to rotate in the longitudinal plane of the vehicle, the longitudinal rotation axis (z 2) being perpendicular to the longitudinal plane of the vehicle for preventing the pendulum device (2) from transmitting a torque in the longitudinal direction to the vehicle chassis (3).
7. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 6, wherein: the swing device (2) is a universal joint (2 e), one shaft of the universal joint (2 e) is fixedly connected with the vehicle body (1), the other shaft of the universal joint (2 e) is fixedly connected with the vehicle chassis (3), the vehicle body (1) can swing along the left and right directions of the vehicle relative to the vehicle chassis (3) through the universal joint (2 e) and rotate in the longitudinal plane of the vehicle, and the universal joint (2 e) can also enable the vehicle chassis (3) to follow and turn when the vehicle body (1) turns.
8. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 2, wherein: the steering transmission device (4) is a flexible transmission type steering transmission device, one end of the flexible transmission type steering transmission device is arranged on a steering mechanism of the vehicle body (1), the other end of the flexible transmission type steering transmission device is arranged on the vehicle chassis (3) and is in transmission connection with steering wheels on the vehicle chassis (3), and the flexible transmission mechanism capable of freely bending along with the swing of the vehicle body (1) is arranged between the vehicle body (1) and the vehicle chassis (3).
9. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 8, wherein: the flexible transmission mechanism comprises a steel wire traction device (41), a steel wire (42), a sleeve (43), a starting sleeve fixing device (44), a terminal sleeve fixing device (45) and a passive traction device (46), wherein the steel wire traction device (41) is installed on a vehicle body (1) and is connected to a steering handle (12) of a vehicle in a transmission mode, the starting end of the steel wire (42) is fixed on the steel wire traction device (41), the terminal is fixed on the passive traction device (46), the sleeve (43) is sleeved outside the steel wire (42), one end of the sleeve (43) is fixed on the vehicle body (1) through the starting sleeve fixing device (44), the other end of the sleeve (43) is fixed on the vehicle chassis (3) through the terminal sleeve fixing device (45), and the passive traction device (46) is installed on the vehicle chassis (3) and is connected to a steering wheel in a transmission mode.
10. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the swing portion of the vehicle is provided with a pendulum shaft-mounted damper (15), and the pendulum shaft-mounted damper (15) is used for absorbing shock and vibration transmitted from the non-swing portion of the vehicle.
11. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the connecting device of the swinging part and the non-swinging part of the vehicle further comprises a damping mechanism, wherein the damping mechanism is used for adding damping to the left-and-right swinging of the swinging part of the vehicle so as to increase the stability of dynamic balance control, and the damping degree of the damping mechanism is limited by the control of not losing the dynamic balance of the swinging part of the vehicle.
12. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the swing part of the vehicle comprises auxiliary supporting devices (16), the auxiliary supporting devices (16) are arranged on two sides of the vehicle and can be retracted, and in the parking or driving process, the auxiliary supporting devices (16) are put down and touch the ground by the driver to realize auxiliary support, and auxiliary braking can be performed at the same time; when the auxiliary support is not needed, the driver performs recovery operation on the auxiliary support device (16) to retract the auxiliary support device.
13. A dynamic balance car with a cross-shaped arrangement of wheels as claimed in claim 1, wherein: the electronic balance control system is a gyroscope electronic balance control system.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111474646.XA CN114148441B (en) | 2021-12-06 | 2021-12-06 | Dynamic balance vehicle with crisscross wheels |
| PCT/CN2022/133350 WO2023103762A1 (en) | 2021-12-06 | 2022-11-22 | Dynamic balancing vehicle having wheels in cross-shaped arrangement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111474646.XA CN114148441B (en) | 2021-12-06 | 2021-12-06 | Dynamic balance vehicle with crisscross wheels |
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| Publication Number | Publication Date |
|---|---|
| CN114148441A CN114148441A (en) | 2022-03-08 |
| CN114148441B true CN114148441B (en) | 2023-10-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111474646.XA Active CN114148441B (en) | 2021-12-06 | 2021-12-06 | Dynamic balance vehicle with crisscross wheels |
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| CN (1) | CN114148441B (en) |
| WO (1) | WO2023103762A1 (en) |
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| CN114148441B (en) * | 2021-12-06 | 2023-10-27 | 常州工程职业技术学院 | Dynamic balance vehicle with crisscross wheels |
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| WO2017194686A1 (en) * | 2016-05-13 | 2017-11-16 | Brudeli Tech Holding As | Leaning vehicle |
| CN114148441B (en) * | 2021-12-06 | 2023-10-27 | 常州工程职业技术学院 | Dynamic balance vehicle with crisscross wheels |
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| JP2010076545A (en) * | 2008-09-25 | 2010-04-08 | Honda Motor Co Ltd | Vehicle |
| CN201334055Y (en) * | 2008-10-17 | 2009-10-28 | 南京航空航天大学 | Four-wheel vehicle chassis |
| CN106573517A (en) * | 2014-08-12 | 2017-04-19 | 大众汽车有限公司 | Motor vehicle |
| CN113165694A (en) * | 2018-12-03 | 2021-07-23 | 卡弗私营有限公司 | Self-balancing leaning vehicle with powered leaning members |
| CN109398550A (en) * | 2018-12-07 | 2019-03-01 | 常州工程职业技术学院 | A kind of totally-enclosed man-machine joint balance car |
| CN211710984U (en) * | 2018-12-07 | 2020-10-20 | 常州工程职业技术学院 | Man-machine combined balance car |
| CN212637785U (en) * | 2020-09-27 | 2021-03-02 | 李遵富 | Vehicle steering control mechanism and motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2023103762A1 (en) | 2023-06-15 |
| CN114148441A (en) | 2022-03-08 |
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