CN210592118U

CN210592118U - Constant steering control mechanism of radius rod connected trapezoidal swing arm and multi-wheel vehicle

Info

Publication number: CN210592118U
Application number: CN201921085991.2U
Authority: CN
Inventors: 刘海鹏
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-07-12
Filing date: 2019-07-12
Publication date: 2020-05-22
Anticipated expiration: 2029-07-12

Abstract

The utility model relates to a radius pole disjunctor trapezoidal swing arm constant turns to control mechanism and multi-wheel car, radius pole disjunctor trapezoidal swing arm is right triangle, it controls the transmission arm with the two-dimensional synthesis of the cross spout that is shown by cross slot, vertical trough and constitutes the ellipsograph, the length of trapezoidal swing arm is R M/H, along with steering wheel corner α, radius pole disjunctor trapezoidal swing arm end bearing produces the cosine compensation effect of constant, R cos β i is R cos α + -R M/H sin α, by the gliding slider control vertical cosine displacement in the cross slot, connect the gliding slider control horizontal displacement in the vertical trough behind the articulated connecting rod of right angle end bearing, the end bearing on the two-dimensional synthesis control transmission arm is key and is controlled the point bearing and draw out the oval orbit of deflection, its articulated slider connection vector controls the swing arm spout, produce angle of turning β i, by the sliding resistance or the brushless inductive potentiometer that the suitable position was installed, the electronic regulation and control that obtains each semiaxis is marked.

Description

Constant steering control mechanism of radius rod connected trapezoidal swing arm and multi-wheel vehicle

Technical Field

The utility model relates to a non-rail vehicle turns to technical field, and more specifically the saying so relates to a radius pole disjunctor trapezoidal swing arm constant turns to and controls mechanism and multi-wheel car.

Background

At present, in the steering technology of multi-wheel vehicles at home and abroad, front wheel steering is mainly performed by trapezoidal transmission compensation, but trapezoidal steering belongs to an approximate steering technology, a steering effect curve in the mathematical analysis of trapezoidal steering is only crossly superposed with an ideal relation straight line near an angle of 3 degrees and an angle of 35 degrees, and when the angle is larger than 43 degrees, the deviation is increased, so that the tires of the vehicles which turn (particularly easily appear in parking) sideslip, and even the steering wheel shakes and abnormal sounds occur.

In order to overcome the above-mentioned drawbacks, the applicant filed patent application 201822081420.3 to provide four embodiments, but since the first four embodiments have complicated structures, the structure needs to be further simplified, and the application range in vehicles needs to be expanded.

Therefore, it is an urgent need to solve the problem of providing a steering wheel with a simple structure, and overcoming the wheel side slip, the wheel shake and the abnormal sound generated by the trapezoidal steering limitation during the turning (parking) of the vehicle.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the above-mentioned technical problem among the prior art to a certain extent at least.

Therefore, an object of the present invention is to provide a radius rod integrated trapezoid swing arm cosine compensation constant steering control mechanism with simple structure, which overcomes the problem that the vehicle is limited by trapezoid steering to generate wheel side slip and steering wheel shake and abnormal sound during turning (parking).

In order to achieve the above purpose, the utility model adopts the following technical scheme:

the constant steering control mechanism of the integrated trapezoidal swing arm of the radius rod is carried in the middle of the front end of a vehicle body, and the rear wheels of the vehicle have no steering function, and comprises:

one end of the radius rod is fixed with the bottom of a steering column of the steering wheel, the steering wheel corner is α, and the length of the radius rod is R;

one end of the trapezoidal swing arm is vertically and fixedly arranged with the other end of the radius rod, and a fixed swing shaft is formed at the fixed point; the length of the trapezoidal swing arm is R M/Hi;

the sine connecting rod is a horizontal rod arranged along the horizontal direction, two shaft sleeves are arranged on the sine connecting rod, the fixed swing shaft is inserted into the first shaft sleeve, and the sine connecting rod is positioned between the radius rod and the trapezoidal swing arm in the vertical direction so as to follow the fixed swing shaft;

one end of the driven radius rod is hinged in the second shaft sleeve, the other end of the driven radius rod is hinged with the frame, the driven radius rod is parallel to the radius rod, the length of the driven radius rod is the same as that of the radius rod, and the driven radius rod and the sine connecting rod form a parallel four-connecting-rod mechanism together;

the two-dimensional synthesis control transmission arm is provided with a cross-shaped groove, the transverse groove is parallel to the half shafts on the two sides, and the vertical groove is parallel to the length direction of the vehicle body; a connecting arm extends from one side close to the transverse groove;

the vector control swing arm is provided with a sliding chute, and the initial position of the sliding chute in the setting direction is parallel to the arrangement direction of the radius rod;

the second sliding block is hinged with the other end of the trapezoidal swing arm and can slide in the transverse groove, so that the longitudinal displacement of the two-dimensional synthesis control transmission arm is constantly equal to R & cos α +/-R & M/Hi & sin α, and the two-dimensional synthesis control transmission arm is controlled to move up and down, left and right in a transverse, flat and longitudinal straight shape;

wherein, the chute is connected with an auxiliary steering shaft or a solid steering shaft.

According to the technical scheme, compare with prior art, the utility model discloses a radius pole disjunctor trapezoidal swing arm turns to control mechanism such as constancy owing to with radius pole and trapezoidal swing arm integration in an organic whole, and mutually perpendicular arranges, has simplified the structure that turns to and control the mechanism, on current vehicle trapezoidal steering mechanism's basis, installs two dimension synthesis additional and controls the drive arm and can realize the constancy omnipotent steering, has reduced manufacturing cost, simple to operate, uses safe and reliable. All the wheel hub normal lines and the wheel hub short shafts always point to the same instantaneous advancing steering center, and sideslip is avoided. The technical scheme of the utility model as long as the suspension allows, the angle of turning to of steering spindle can the full circle turn to, all stops sideslip tire-worn at this in-process, after breaking through this conventional trapezoidal limit of turning to of 40 degrees angles, cosine compensation displacement drives the synthetic vertical displacement of control drive arm of two-dimentional, becomes to turn to main helping hand, successively passes through right angle position, and the angle of turning to gets into the second quadrant, continues to rotate the full circle four-quadrant even, this is the utility model discloses and the obvious difference between the conventional trapezoidal turning to, the application object that this wide-angle turned to mainly is that ordinary vehicle low-speed transversely parks or fork truck is more suitable for.

Preferably, the radius rod length R is determined by the installation space on the vehicle body; the installation space is different on different motorcycle types, calculates the selection according to the motorcycle type. Such as 75mm, 105mm or 125 mm.

Preferably, the first slider and the second slider are both longer than twice the width of the cross slot intersection notch to prevent the first slider and the second slider from sliding out of the cross slot intersection notch.

Preferably, still include the casing, radius pole, driven radius pole, trapezoidal swing arm, sinusoidal connecting rod, two-dimensional synthesis are controlled the transmission arm, the vector is controlled swing arm and slider and are all fixed in the casing, and the bottom of steering wheel steering column inserts the casing top and is fixed with the radius pole, and vice steering spindle stretches out outside the casing and is connected the entity steering spindle with synchronous gear shaft or parallel connecting rod or bent axle double-link. By adopting the scheme, the shell can block external dust and impurities; furthermore, a sealing element is arranged at the position of the extending end of the steering shaft, which corresponds to the shell; lubricating oil can be filled in the shell, so that the working resistance and the cooling component are reduced.

Preferably, the trapezoidal swing arms, the two-dimensional synthesis control transmission arms, the vector control swing arms and the sliding blocks are respectively provided with two groups; the first group is driving, the second group is driven, and the trapezoidal swing arms of the first group are fixed at the first shaft sleeve and are vertical to the radius rod; the second group of trapezoidal swing arms are fixed at the second shaft sleeve and are parallel to the first group of trapezoidal swing arms; and a connecting arm is arranged on the other side of the transverse groove of the two-dimensional synthesis control transmission arm of the second group, the connecting arm of the second group drives the vector control swing arm of the second group through a third sliding block of the second group, and the mounting positions of the first sliding block and the second sliding block of the second group are the same as the mounting positions and the connection relation of the sliding blocks corresponding to the first group. The effect of this scheme of adoption is, and left and right front wheel homoenergetic can obtain the cosine compensation, because the action of principal and subordinate is controlled a sinusoidal connecting rod of sharing, can realize the acute angle and turn to.

Preferably, a crankshaft double-link mechanism is connected to the position of the hinge shaft of the radius rod and the driven radius rod, the crankshaft double-link mechanism is formed by adding a fixed-length crank to each of the same vertical phases of the radius rod and the driven radius rod and is connected through a crank link, and the radius of the fixed-length crank is a fixed value of R/2 to 4R/5. The beneficial effect of adopting this scheme is on the basis of the above-mentioned embodiment of two-sided compensation acute angle turn to, enlarged the angle of turning and can enlarge to the obtuse angle.

Preferably, the transverse floating sliding mechanism comprises a trapezoidal swing arm, a two-dimensional synthesis control transmission arm, a vector control swing arm and a sliding block, wherein the trapezoidal swing arm, the two-dimensional synthesis control transmission arm, the vector control swing arm and the sliding block are arranged in two groups, the two-dimensional synthesis control transmission arm of the first group is arranged at the upper layer close to the frame, the two-dimensional synthesis control transmission arm of the second group is arranged at the lower layer of the two-dimensional synthesis control transmission arm of the first group, the initial position α is guaranteed to be β equal to 0, a crankshaft bearing at the end head of the trapezoidal swing arm of the first group penetrates through the bottom of the second sliding block and is connected with the trapezoidal swing arm of the second group and then connected with the second sliding block of the second group to drive the second sliding block of the second group to follow, the first sliding block of the second group is fixed at the other end of a sine connecting rod and follows the radius rod, the trapezoidal swing arm of the second group is twice as long as the length of the trapezoidal swing arm of the first group and is correspondingly connected with the second sliding block corresponding to the two groups, the driven radius rod can be replaced by a floating vertical sliding chute arranged on the frame, the floating chute, the floating vertical sliding block which is connected with a control sine connecting rod which is connected with the horizontal sliding chute which is kept parallel to the axle, the sliding chute of the vertical sliding chute of the horizontal sliding chute of the vertical sliding chute of the horizontal sliding chute of the vertical sliding chute of.

Preferably, the steering control mechanism has the effect of providing a sliding groove for controlling the vector direction of the four wheels, namely the left front wheel, the left rear wheel, the right front wheel and the right rear wheel, and the length of the vector control arm, wherein the sliding groove for controlling the length of the vector control arm refers to the sliding groove of the vector control arm, the vertical groove and the longitudinal floating sliding groove, a potentiometer is fixedly mounted on one side of the sliding groove for controlling the length of the vector control arm, the potentiometer is a direct-current sliding resistance potentiometer or an alternating-current hall-sensing brushless potentiometer, a guide rail control terminal of the sliding resistance potentiometer or a movable coil pull rope end of the hall-sensing potentiometer is connected to a third sliding block which is relatively displaced along the sliding groove, and the electric potential of a driving target corresponding to the initial zero position of each potentiometer is the radius R. Each driving half shaft for implementing vector linkage electronic control differential needs to be provided with a potentiometer at a proper position, and correspondingly obtains a target potential required by the vector linkage electronic control differential of the steering control mechanism.

On a vehicle without a connected trapezoidal swing arm compensation mechanism on a left front wheel, a left front wheel vector is the length R of a corresponding radius rod (the potentiometer is fixed in length and can be replaced by a standard resistor installed in a different place), a left rear wheel vector is theoretically the displacement of an R cos α in a longitudinal floating sliding chute (if the left rear wheel needs differential driving, the floating sliding chute needs to be installed), a longitudinal floating sliding chute is sleeved on a fifth sliding block or the longitudinal floating sliding chute is sleeved on the first sliding block, a potentiometer is installed on one side of the longitudinal floating sliding chute, a slider bearing is connected with a potentiometer control end, the fact that a floating vertical sliding chute is added on the basis of the attached drawing 1 or a second group of compensation mechanisms overlapped at the lower layer is deleted on the basis of the attached

drawings

4 and 5, a right front wheel vector is the displacement vector of a key control point Gi in the corresponding right sliding chute, a Cos β i displacement in the right sliding chute, namely the displacement of a cross point of the horizontal sliding chute and vertical sliding chute is the displacement of a Cos β i in the right sliding chute, namely the vertical displacement of a horizontal sliding chute, a vertical displacement of a horizontal displacement control slide shaft, a front wheel with a half-diameter rod compensation mechanism, the front wheel, a right front wheel vector is connected with a vertical displacement of a vertical displacement control slide coil, a vertical displacement of a vertical slide wire, a vertical displacement control slide wire, a vertical displacement of a vertical electric brush coil, a vertical electric brush vertical slide wire, a vertical slide wire is connected with a vertical slide guide rail, a vertical electric brush vertical slide guide rail, a vertical slide guide rail is connected with a vertical slide guide rail, a vertical slide guide.

The potential obtained by the sliding resistance potentiometer or the Hall sensing brushless potentiometer is the target potential of the electronic control differential of the vehicle, and is compared with the actual measurement potential of the tachogenerator, the potential balance comparison circuit of the double-branch diode and the servo differential actuating mechanism are controlled in a negative feedback mode after the difference electric signals are amplified. The vector directions of all wheels are coordinated with the vector electronic differential allocation forever, which is a differential control mode that cannot be provided by the conventional trapezoidal steering, the sensitivity is controlled by regulating and controlling the resistance value of the base electrode, the vehicle speed control device adapts to different road surfaces, the response is faster than that of an Eton electronic differential lock, and the half shaft of the inner wheel is allowed to be lower than the average angular speed.

The utility model also provides a multi-wheel car, include: the vehicle body, and the above radius rod connected trapezoidal swing arm cosine compensation constant steering control mechanism and safety limiter;

the safety limiter comprises a spring pressure correcting cam mechanism and a high-speed safety corner limiting mechanism which are sequentially fixed on a steering column of the steering wheel from top to bottom; the axial core of the steering column of the steering wheel is disconnected, the radial rod and the gaps on the two sides of the notch of the ring disc are inserted with pressure sensitive resistance strain gauges which are respectively connected with a clockwise power-assisted control circuit and an anticlockwise power-assisted control circuit of the vehicle steering engine through wires, and the steering column corresponding to the lower end of the notch of the ring disc is in transmission connection with the rotating axial core of the radial rod through a universal joint rotating shaft; the vehicle steering machine controlled by the pressure sensitive resistance strain gauge transmits steering power-assisted by the transmission of a worm rack, or a worm meshing gear is directly connected with a rotating shaft gear arranged on a radius rod to transmit the steering power-assisted;

in the above, the axle center of the solid steering shaft is vertically connected with the half axle of the vehicle hub, and the safety limiter is used for limiting the steering angle α of the steering wheel to be less than 3 degrees when the vehicle speed is greater than 80 km/h.

According to the technical scheme, compare with prior art, the utility model discloses a multi-wheel vehicle owing to with radius pole and trapezoidal swing arm integration in an organic whole, and mutually perpendicular arranges, has simplified and has turned to the structure of controlling the mechanism, on current trapezoidal steering mechanism's of vehicle basis, installs two dimension additional and controls the drive arm and can realize the omnipotent of identity and turn to, has reduced manufacturing cost, simple to operate, use safe and reliable. All the wheel hub normal lines and the wheel hub short shafts always point to the same instantaneous advancing steering center, and sideslip is avoided. The technical scheme of the utility model as long as the suspension allows, the angle of turning to of steering spindle can the full circle turn to, all stops sideslip tire-worn at this in-process, after breaking through this conventional trapezoidal limit of turning to of 40 degrees angles, cosine compensation displacement drives the synthetic vertical displacement of control drive arm of two-dimentional, becomes to turn to main helping hand, successively passes through right angle position, and the angle of turning to gets into the second quadrant, continues to rotate the full circle four-quadrant even, this is the utility model discloses and the obvious difference between the conventional trapezoidal turning to, the application object that this wide-angle turned to mainly is that ordinary vehicle low-speed transversely parks or fork truck is more suitable for.

The spring pressure correcting cam mechanism comprises a spring, a pressing plate, a guide rod and an octahedral cam, wherein one end of the spring is fixed with a vehicle body, the other end of the spring is connected with the pressing plate, the guide rod is fixed on the side, close to the spring, of the pressing plate, the other end of the spring is sleeved on the guide rod, the octahedral cam is provided with 8 planes which are fixed on a steering column of a steering wheel and abutted against the pressing plate, the pressing plate and the guide rod are pushed by the spring, the octahedral cam (the full-circle steering angle α of a steering shaft is divided into eight parts, wherein-35 to +35 degrees are initial planes) is automatically returned to the nearest and safest steering angle of the current steering angle under the condition that a driver is in a loose hand state in the steering wheel control process, such as zero-angle straight running, 45-degree circle steering running, right-angle in-place rotation and the like, and the aim of generating the correcting moment of the octahedral cam of 2-5N on a handle of the steering wheel is.

A high-speed safety corner limiting mechanism, each driving half shaft mounted tachogenerator produces average vector differential power supply, the power supply drives a voltmeter mechanism, the rotating shaft of the voltmeter mechanism drives a pair of limiting forks, a certain gap is left between the inner side of the limiting fork and a radial rod on a direction column, when the radius of the radial rod is 80mm, the gap on one side is only 4.2mm, only a steering angle is allowed to be plus or minus 3 degrees, the limiting fork driven by the voltmeter is in a normal static state, the limiting fork is in a nearly horizontal state, the steering angle of the radial rod is not limited, when the vehicle speed is increased, the piezoelectric meter mechanism drives the limiting fork to rotate, the limiting fork gradually falls to be vertical, when the vehicle speed is less than 10 km/hr, the dropping angle of the limiting fork is less than 30 degrees, the root of the radial rod is in unlimited contact, the steering angle is arbitrary, when the vehicle speed reaches 50 km/hr, the limiting fork reaches the position with 60 degrees of sagging, the reserved gap allows the steering angle to be plus or minus 6.05 degrees, when the vehicle speed reaches more than 80 kilometers/hour, the limiting fork falls vertically, the reserved gap (4.2mm) between the limiting fork and the far end of the radial rod only allows the steering at plus or minus 3 degrees, the centrifugal force of the vehicle during turning is 0.4 times of the gravity acceleration, and the steering angle is completely within the centripetal force safety range provided by the road friction (the common road friction system is 0.45-0.6). The position of the steering column shaft core is disconnected at the installation position of the pressure sensitive resistance strain gauge, the pressure sensitive resistance strain gauge is inserted between the two sides of the radial rod and the short upright column on the ring disc, and the two pressure sensitive resistance strain gauges respectively control clockwise assistance and anticlockwise assistance. Therefore, redundant power-assisted steering control of the steering wheel angle is realized, and the use safety of the vehicle is ensured.

The utility model also provides a method for the constant steering control mechanism of the radius rod connected trapezoid swing arm, the radius rod and the trapezoid swing arm are vertically arranged to form a right triangle, the radius rod is a strand edge of the right triangle, the trapezoid swing arm is a hook edge, an extension line of the string edge points to a frame steering center, wherein the frame steering center is a point on a fixed shaft which does not participate in steering, when a steering wheel corner α is 90 degrees, the advancing steering center coincides with the frame steering center point, the hook edge deflects along with the strand edge, the vertex longitudinal displacement of the hook edge is constant, R cos β is R cos α + R M/H sin α, which is a universal steering formula evolved by the ackermann steering formula, the hook edge vertex, namely a trapezoid swing arm end, is hinged with a second slide block, a transverse groove of a two-dimensional synthetic control drive arm is connected with a transverse groove, the longitudinal cosine displacement is controlled, a right angle end point, a radius head bearing is hinged with a sine connecting rod, a sine connecting rod is fixed with a first slide block, a sine drive groove is connected with a sine drive groove, a two-dimensional synthetic control transverse groove is connected with a two-dimensional synthetic control horizontal synthetic control arm, a three-dimensional synthetic control elliptic control slide block is formed by a vertical synthetic control slide groove, and a three-dimensional synthetic control horizontal control elliptic control slide groove is formed by a vertical synthetic control slide groove, and a three-dimensional synthetic control slide groove.

The utility model discloses a method is with the right angled triangle summit outside the cross spout for fixed rotation axis and polar coordinate original point, under the horizontal flat vertical condition of cross spout that keeps the ellipsograph, lets right angled triangle drive the ellipsograph and wholly rotates to cross spout crosspoint Gi is the painting brush, draws the ellipse that deflects.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

Fig. 1 is a schematic structural diagram of an embodiment of unilateral cosine compensation of a front wheel at the right side of a constant steering control mechanism of a radius rod connected trapezoidal swing arm provided by the utility model;

fig. 2 is a schematic structural diagram of an embodiment of the left and right wheel cosine compensation arrangement of the radius rod connected trapezoidal swing arm constant steering control mechanism provided by the present invention;

fig. 3 is a schematic structural diagram of another embodiment of the left and right wheel cosine compensation arrangement of the radius rod connected trapezoidal swing arm constant steering control mechanism according to the present invention;

fig. 4 is a schematic structural diagram of an embodiment of the overlapping arrangement of the cosine compensation of the left and right wheels of the constant steering control mechanism with the radius rod connected with the trapezoidal swing arm provided by the utility model;

fig. 5 is a schematic structural diagram of another embodiment of the left and right wheel cosine compensation stacking arrangement of the radius rod connected trapezoidal swing arm constant steering control mechanism provided by the present invention;

FIG. 6 is a schematic view of the installation position of the safety stopper on the multi-wheel vehicle according to the present invention;

fig. 7 is a schematic diagram of the principle of the method for the constant steering control mechanism of the radius rod connected trapezoidal swing arm provided by the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

Referring to the drawings 1, the utility model provides a right side wheel unilateral compensation's embodiment, 2 constancy of trapezoidal swing arm of radius pole 1 disjunctor turn to control the mechanism, and it is carried in the middle part of vehicle body front end, and the vehicle rear wheel does not have the function of turning to, include:

the steering wheel rotates to drive the radius rod 1 to generate sine sin α and cosine cos α, and the sine sin α and the cosine cos α are kept to rotate along with the steering wheel to follow;

the length of the trapezoidal swing arm 2 is R M/Hi, the trapezoidal swing arm deflects along with the steering wheel corner α, and simultaneously generates a longitudinal cosine compensation effect R M/Hi sin α, and the longitudinal displacement is R cos α +/-R M/Hi sin α;

the sine connecting rod 3 is a horizontal rod arranged along the horizontal direction, two shaft sleeves are arranged on the sine connecting rod 3, the fixed swing shaft is inserted into the first shaft sleeve, and the sine connecting rod 3 is positioned between the radius rod 1 and the trapezoidal swing arm 2 in the vertical direction so as to follow the fixed swing shaft;

one end of the driven radius rod 1 'is hinged in the second shaft sleeve, and the other end of the driven radius rod 1' is hinged with the frame and is parallel to the radius rod 1 and has the same length;

the two-dimensional synthesis control transmission arm 4 is provided with a cross-shaped groove, the transverse groove 41 is parallel to the half shafts on the two sides, and the vertical groove 42 is arranged in parallel to the length direction of the vehicle body; a connecting arm 43 is arranged at one side close to the transverse groove 41;

the vector control swing arm 5 is provided with a sliding groove 51, and the initial position of the sliding groove 51 in the setting direction is parallel to the arrangement direction of the radius rod 1;

the first sliding block 61 is fixed on one end of the sine connecting rod 3 and can slide in the vertical groove 42 to form transverse sine displacement R sin α of the two-dimensional synthesis control transmission arm 4, the second sliding block 62 is hinged with the other end of the trapezoid swinging arm 2 and can slide in the transverse groove 41 to ensure that the longitudinal displacement of the two-dimensional synthesis control transmission arm is constantly equal to R cos α +/-R M/Hi sin α, so that the two-dimensional synthesis control transmission arm 4 is controlled to move vertically and horizontally, and vertically, and the third sliding block 63 is hinged with one end of the connecting arm 43 to form a key control point Gi and can slide in the sliding groove 51;

the runner 51 is connected with an auxiliary steering shaft 52 ' or a solid steering shaft 52, the third slider 63 drives the runner 51 to rotate around the auxiliary steering shaft 52 ' to enable the auxiliary steering shaft 52 ' to generate a steering angle β i, and then the runner is connected with the solid steering shaft 52 through a synchronizing gear shaft, a parallel connecting rod 108 or a crankshaft double connecting rod, or the vector control swing arm 5 is directly connected with the control solid steering shaft 52, the third slider 63 drives the runner 51 to rotate around the solid steering shaft 52 to generate a steering angle β i, and then the runner is vertically connected with a hub half shaft by taking the solid steering shaft 52 as an axis, and finally the cos β i is equal to R < cos α +/-R < M/H < sin α.

This embodiment, owing to with radius pole 1 and trapezoidal swing arm 2 integration in an organic whole, and mutually perpendicular arranges, has simplified the structure that turns to control the mechanism, on current trapezoidal steering mechanism's of vehicle basis, installs two-dimentional synthesis additional and controls transmission arm 4 and can realize the omnipotent of identity and turn to, reduced manufacturing cost, simple to operate uses safe and reliable. All the wheel hub normal lines and the wheel hub short shafts always point to the same instantaneous advancing steering center, and sideslip is avoided. The technical scheme of the utility model as long as the suspension allows, the angle of turning to of steering spindle can the full circle turn to, all stops sideslip tire-worn at this in-process, after breaking through this conventional trapezoidal limit of turning to of 40 degrees angles, cosine compensation displacement drives the synthetic vertical displacement of control drive arm of two-dimentional, becomes to turn to main helping hand, successively passes through right angle position, and the angle of turning to gets into the second quadrant, continues to rotate the full circle four-quadrant even, this is the utility model discloses and the obvious difference between the conventional trapezoidal turning to, the application object that this wide-angle turned to mainly is that ordinary vehicle low-speed transversely parks or fork truck is more suitable for.

In the embodiment, the length R of the radius rod 1 is determined by the installation space on the vehicle body; the installation space is different on different motorcycle types, calculates the selection according to the motorcycle type. Such as 75mm, 105mm or 125 mm.

In an embodiment, the first slider 61 and the second slider 62 each have a length greater than twice the width of the cruciform slot intersection notch to prevent the first slider 61 and the second slider 62 from slipping out of the cruciform slot intersection notch.

Advantageously, on the basis of the above embodiment, a housing may be provided, the radius rod 1, the driven radius rod 1 ', the trapezoidal swing arm 2, the sinusoidal connecting rod 3, the two-dimensional synthesis control transmission arm 4, the vector control swing arm 5 and the slider are all fixed in the housing, the bottom of the steering column of the steering wheel is inserted into the top of the housing and fixed with the radius rod 1, and the auxiliary steering shaft 52' extends out of the housing and is connected with the solid steering shaft 52 with the synchronizing gear shaft or the parallel connecting rod 108 or the crankshaft double connecting rod. By adopting the scheme, the shell can block external dust and impurities; furthermore, a sealing element is arranged at the position of the extending end of the steering shaft, which corresponds to the shell; lubricating oil can be filled in the shell, so that the working resistance and the cooling component are reduced.

Referring to the attached figure 2, the utility model provides a steering control mechanism with bilateral compensation, which comprises two groups of trapezoidal swing arms 2, two-dimensional synthetic control transmission arms 4, vector control swing arms 5 and sliders; the first group is driving, the second group is driven, and the trapezoidal swing arm 2 of the first group is fixed at the first shaft sleeve and is vertical to the radius rod 1; the second group of trapezoidal swing arms 2 are fixed at the second shaft sleeve and are parallel to the first group of trapezoidal swing arms 2; and a connecting arm is arranged on the other side of the transverse groove 41 of the second group of two-dimensional synthesis control transmission arm 4, the connecting arm of the second group drives the vector control swing arm 5 of the second group through a third sliding block 63 of the second group, and the mounting positions of the first sliding block 61 and the second sliding block 62 of the second group are the same as the mounting positions and the connection relation of the corresponding sliding blocks of the first group. The effect of this scheme of adoption is, and left and right front wheel homoenergetic can obtain the cosine compensation, because the action of principal and subordinate is controlled a shared sinusoidal connecting rod 3, can realize the acute angle and turn to.

Referring to fig. 3, on the basis of fig. 2, the present invention provides another embodiment, a crankshaft double-link transmission mechanism is connected to the position of the hinge shaft of the radius rod 1 and the driven radius rod 1, the crankshaft double-link transmission mechanism is a fixed length crank 81 respectively added to the same vertical phase position of the radius rod 1 and the driven radius rod 1', and is connected through a crank link 82, and the radius of the fixed length crank 81 is a fixed value from R/2 to 4R/5. The beneficial effect of adopting this scheme is on the basis of the above-mentioned embodiment of two-sided compensation acute angle turn to, enlarged the angle of turning and can enlarge to the obtuse angle.

Referring to fig. 4-5, the present invention provides another embodiment of bilateral cosine compensation, wherein the trapezoidal swing arm 2, the two-dimensional synthetic control transmission arm 4, the vector control swing arm 5 and the sliding block are arranged in two groups, the first group of two-dimensional synthetic control transmission arm 4 is arranged at the upper layer close to the vehicle frame, the second group of two-dimensional synthetic control transmission arm 4 is arranged at the lower layer of the first group of two-dimensional synthetic control transmission arm 4 to ensure that the initial position α is β equal to 0, the crankshaft bearing at the end of the first group of trapezoidal swing arm 2 passes through the bottom of the second sliding block 62 to be connected with the second group of trapezoidal swing arm 2 to be connected with the second group of trapezoidal swing arm 62 to drive the second group of second sliding block 62 to follow, the first sliding block 61 of the second group of second sliding block is fixed at the other end of the sinusoidal connecting rod 3 to follow the half-diameter rod 1 through the sinusoidal connecting rod 3, the second group of trapezoidal swing arm 2 has the length twice as long as the length as the first group of trapezoidal swing arm 2 and is correspondingly connected with the second sliding block 62, wherein the driven half-diameter rod 1's sliding block can be replaced by the floating vertical sliding chute 9 arranged on the vehicle frame, the floating vertical sliding chute 9, the floating chute 9 is connected with the horizontal sliding chute 65, the sliding chute 64 is arranged vertically connected with the sliding chute 64, the sliding chute 64 sliding chute mechanism is arranged vertically connected with the sliding chute 64, the sliding chute mechanism is arranged vertically connected with the sliding chute 64, the sliding chute mechanism is arranged vertically connected with the sliding chute 64, the sliding chute 64 sliding chute mechanism for the sliding chute of the sliding block, the sliding chute of the sliding block of the sliding chute of the sliding block.

For the embodiment of the urban front-wheel vehicle, as shown in fig. 1, the left front-wheel vehicle without the connected trapezoidal swing arm compensation mechanism is characterized in that the left front-wheel vector is the length R of the corresponding radius rod 1 (the potentiometer is fixed in length and can be replaced by a fixed standard resistor installed in a different place), and the right front-wheel vector is the displacement vector of the third sliding block 63 hinged to the key control point Gi in the corresponding right sliding groove 51. A sliding resistance potentiometer or a Hall induction brushless potentiometer is arranged on one side of the sliding groove 51, a guide rail control terminal connected with a sliding electric brush or a pull rope end of a movable coil of the Hall induction potentiometer is connected to a third sliding block 63 and moves together with a key control point bearing, under the condition that an average power supply combined by the left and right driving half-axle speed measuring generators is a power supply, the potential of an electronic control differential mark of a right front wheel driving half-axle is obtained from the potentiometer, the potential of the electronic control differential mark of a left front wheel driving half-axle is obtained from a fixed standard resistor and is compared with the actually measured potential of the front wheel driving half-axle speed measuring generators on two sides, a double-branch diode potential balance comparison circuit is used, and a servo differential execution mechanism is controlled in a. This is that city SUV's vector linkage electronic control differential standard is joined in marriage, and the rear wheel is fixed lazy wheel, lifts up the front wheel and allows the trailer.

In the four-wheel vehicle steering control mechanism, the vector direction of the front wheel is controlled, and simultaneously, the vector length of the four-wheel drive is controlled, the left front wheel of the vehicle without the connected trapezoidal swing arm compensation mechanism is the length R of the corresponding radius rod 1 (the potentiometer is fixed and can be replaced by a standard resistor installed at different places), the left rear wheel vector theoretically is the displacement of R & gtcos α in the longitudinal floating chute 92 (if the left rear wheel needs to be driven in a differential mode, the floating chute needs to be installed, the longitudinal floating chute 92 is sleeved on the fifth slider 65 or the longitudinal floating chute 92 is sleeved on the first slider 61, a potentiometer is installed on one side of the longitudinal floating chute 92, the fifth slider 65 or the first slider 61 is connected with a potentiometer control terminal through a bearing, the fact that the floating vertical chute 9 is added on the basis of the drawing 1 or the lower-overlapped second group compensation mechanism is omitted on the basis of the drawings 4 and 5, and the right front wheel vector corresponds to the displacement of the right control point in the right chute 51 (the Gi displacement of the right slider 51 is connected to the key displacement of the Gi, the Hall coil is connected to the Hall coil, the Hall coil is connected to the right slide guide rail, the displacement of the Hall coil, and the Hall coil is connected to the displacement of the right slide wire, the Hall coil is connected to the Hall coil, the Hall coil is connected to the displacement control terminal of the Hall coil, and the Hall coil, the displacement control terminal is connected to the displacement of the Hall coil, and the right slide wire, and the displacement of the Hall coil.

In the four-wheel drive embodiment, the front wheels on both sides of the vehicle are provided with radius rod connected trapezoidal swing arm compensation mechanisms, as shown in fig. 2, 4 and 5, the left front wheel vector is displaced corresponding to the key control point Gi in the left sliding groove 51, the left rear wheel vector is displaced corresponding to the R × cos β i in the left vertical groove 42 (i.e., the vertical displacement of the intersection point of the horizontal and vertical sliding grooves from the steering shaft core), the potentiometer fixedly installed on one side of the vertical groove 42 is connected to the lower end of the transverse fourth slider 64 extending to the intersection point of the corresponding vertical groove 42, the transverse fourth slider 64 is vertically crossed with the vertical groove 42 in a staggered layer and horizontally follows, the guide rail control terminal or hall induced potentiometer movable coil end connected with the sliding brush is connected to the third slider 63), the right front wheel vector is the displacement vector of the key control point Gi in the right sliding groove 51 (the sliding resistance potentiometer or hall induced potentiometer movable coil end is installed on one side of the sliding groove 51, the sliding resistance potentiometer is connected to the third slider 63), the right rear wheel vector is the R × cos β i in the right vertical groove 42, the sliding groove is connected to the vertical groove, the sliding shaft core is connected to the sliding groove, the sliding resistance slider is connected to the sliding resistance slider, the sliding shaft control slider, the sliding resistance slider is connected to the sliding resistance slider, the sliding resistance slider is connected to the sliding resistance slider, the sliding resistance slider.

In the front wheel steering non-drive and rear wheel drive embodiment, the front wheel steering and rear wheel drive layout only needs to delete the front wheel drive vector potentiometer in the four-wheel drive vehicle embodiment and reserve the rear wheel drive vector potentiometer. In the process of large-angle steering, the electronic control differential speed of the rear wheels becomes a main steering power factor.

The differential electric potential balance comparison circuit is characterized in that each tachogenerator participating in driving is rectified and then combined into an average power supply to supply power, a sliding resistance potentiometer or a Hall sensing brushless potentiometer is redistributed from the average power supply voltage according to the vector length proportion, the obtained electric potential is the target electric potential corresponding to the electronic control differential of the driving half shaft, the target electric potential is compared with the actual measurement electric potential of the tachogenerator, the double-branch diode electric potential balance comparison circuit is used, and the servo differential actuating mechanism is controlled through negative feedback after the differential electric signal is amplified. The servo differential executing mechanism can be selected from 6 types, such as brake clutch electronic limited slip, power distribution controlled by a hub motor power supply electronic switch, stepless speed change of an electric control CVT, transmission stepless speed change of an electric control planetary gear hydraulic pump and the like.

The vector directions of all wheels are coordinated with the vector electronic differential allocation forever, which is a differential control mode that cannot be provided by the conventional trapezoidal steering, the sensitivity is controlled by regulating and controlling the resistance value of the base electrode, the vehicle speed control device adapts to different road surfaces, the response is faster than that of an Eton electronic differential lock, and the half shaft of the inner wheel is allowed to be lower than the average angular speed. Note that electronically regulated differential vehicles are prohibited from unauthorized towing.

The utility model also provides a multi-wheel car, see attached 6, include: the car body, and the above-mentioned radius pole 1 conjuncted trapezoid swing arm 2 cosine compensation constant steering control mechanism and safety limiter 10;

the safety limiter 10 comprises a spring pressure correcting cam mechanism 101 and a high-speed safety corner limiting mechanism 102 which are sequentially fixed on a steering column of a steering wheel from top to bottom; the axial core of the steering column of the steering wheel is disconnected, the radial rod and the gaps on the two sides of the notch of the ring disc are inserted into the pressure sensitive resistance strain gauges 103 and are respectively connected with a clockwise power-assisted control circuit and a counterclockwise power-assisted control circuit of the vehicle steering engine through leads, and the steering column corresponding to the lower end of the notch of the ring disc is in transmission connection with the rotating axial core of the radial rod 1 through a universal joint rotating shaft; the vehicle steering machine controlled by the pressure sensitive resistance strain gauge 103 transmits steering power assistance through the transmission of a worm rack, or a worm meshing gear is directly connected with a rotating shaft gear arranged on the radius rod 1 to transmit the steering power assistance;

in the above, the axle center of the solid steering shaft 52 is vertically connected with the half axle of the hub of the vehicle, and the safety limiter 10 is used for limiting the steering angle α of the steering wheel to be less than 3 degrees when the vehicle speed is greater than 80 km/h.

The spring pressure correcting cam mechanism 101 comprises a spring, a pressing plate, a guide rod and an octahedral cam, wherein one end of the spring is fixed with a vehicle body, the other end of the spring is connected with the pressing plate, the guide rod is fixed on the side, close to the spring, of the pressing plate, the other end of the spring is sleeved with the guide rod, the octahedral cam is provided with 8 planes which are fixed on a steering column of a steering wheel and abutted against the pressing plate, the pressing plate and the guide rod are pushed by the spring, the octahedral cam is pressed by proper pressure (the full-circle steering angle α of a steering shaft is divided into eight parts, wherein-35- +35 degrees is a starting plane) in the manual loosening state in the process of controlling the steering wheel by a driver, the octahedral cam automatically returns to the closest and safest steering angle of the current steering angle, such as zero-angle straight running, 45-degree circle steering running, right-angle pivot rotation and the like, so that the aim of generating the correcting moment of the octahedral cam on a.

A high-speed safe corner limiting mechanism 102, each driving half shaft mounted tachogenerator generates average vector differential power supply, the power supply drives a voltmeter mechanism, a pair of limiting forks are driven on a rotating shaft of the voltmeter mechanism, a certain gap is left between the inner side of the limiting fork and a radial rod on a direction column, when the radius of the radial rod is 80mm, the gap on one side is only 4.2mm, only a steering angle is allowed to be plus or minus 3 degrees, under the normal static state of the limiting fork driven by the voltmeter, the limiting fork is close to the horizontal state, no limitation is provided for the steering angle of the radial rod, when the vehicle speed is increased, the voltmeter mechanism drives the limiting fork to rotate, the limiting fork gradually falls to be vertical, when the vehicle speed is less than 10 km/h, the dropping angle of the limiting fork is less than 30 degrees, the root of the radial rod is in unlimited contact, the steering angle is arbitrary, when the vehicle speed reaches 50 km/h, the limiting fork reaches the position with 60 degrees of sagging, the reserved gap allows the steering angle to be plus or minus 6.05 degrees, when the vehicle speed reaches more than 80 kilometers/hour, the limiting fork falls vertically, the reserved gap (4.2mm) between the limiting fork and the far end of the radial rod only allows the steering at plus or minus 3 degrees, the centrifugal force of the vehicle during turning is 0.4 times of the gravity acceleration, and the centripetal force provided by the complete road friction (the general road friction system is 0.45-0.6) is within a safe range. The position of the steering column shaft core is disconnected at the installation position of the pressure sensitive resistance strain gauge 103, the pressure sensitive resistance strain gauge 103 is inserted between the two sides of the radial rod and the short column on the ring disc, and the two pressure sensitive resistance strain gauges 103 respectively control clockwise assistance and anticlockwise assistance. Meanwhile, the sensitive trigger pressure of the pressure sensitive resistance strain gauge 103 is 1-2N corresponding to the handle of the steering wheel, and the steering assistance can be triggered to return by the return force of the spring pressure return cam mechanism 101. Therefore, redundant control of the steering wheel angle is realized, and the use safety of the vehicle is ensured.

The above-mentioned theory of the utility model is: the right-angled triangle vertex outside the cross sliding groove is used as a fixed rotating axis and a polar coordinate origin, the right-angled triangle drives the ellipsograph to integrally rotate under the condition that the cross sliding groove of the ellipsograph is horizontally flat and vertical, and the cross point Gi of the cross sliding groove is used as a painting brush to draw a deflection ellipse.

Specifically, referring to fig. 7, a radius rod 1 and a trapezoidal swing arm 2 are vertically arranged to form a right-angled triangle, the radius rod 1 is a strand side of the right-angled triangle, the trapezoidal swing arm 2 is a hook side, an extension line of a chord side (corresponding to a steering support arm in a conventional trapezoidal steering mechanism) points to a frame steering center, the frame steering center is a point on a fixed shaft which does not participate in steering, when a steering wheel corner α is 90 degrees, the traveling steering center coincides with the frame steering center, the hook side deflects along with the strand side, the vertex longitudinal displacement of the hook side is constant, namely R cos β is R cos α +/-R M/H sin α (a left side cosine compensation sign, a right side cosine compensation sign, α starts from an initial zero position, the cosine zero position is plus, the sine is plus, the universal steering formula evolved from an ackermann steering formula), the vertex of the hook side, namely the end of the trapezoidal swing arm 2, namely a second slider 62 hinged to a two-dimensional synthetic control transverse groove 41 of the control transmission arm, a control longitudinal transmission point, a sine transmission link, a sine transmission control slider, a three-dimensional control head, a three-dimensional control slider, a three-dimensional control arm, a three-dimensional control slider, a three-dimensional control horizontal-dimensional.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. Radius pole disjunctor trapezoidal swing arm is turned to operating device equallys, and it is carried in the middle part of vehicle automobile body front end, and the vehicle rear wheel does not have the function that turns to, its characterized in that includes:

the steering wheel comprises a radius rod (1), wherein one end of the radius rod (1) is fixed to the bottom of a steering column of a steering wheel, the steering wheel has a corner of α, and the length of the radius rod (1) is R;

one end of the trapezoidal swing arm (2) is vertically and fixedly arranged with the other end of the radius rod (1), and a fixed swing shaft is formed at the fixed point; the length of the trapezoidal swing arm (2) is R M/Hi;

the sine connecting rod (3) is a horizontal rod arranged along the horizontal direction, two shaft sleeves are arranged on the sine connecting rod (3), the fixed swing shaft is inserted into the first shaft sleeve, and the sine connecting rod (3) is positioned between the radius rod (1) and the trapezoid swing arm (2) from the vertical direction so as to follow the fixed swing shaft;

one end of the driven radius rod (1 ') is hinged in the second shaft sleeve, the other end of the driven radius rod (1') is hinged with the frame, the driven radius rod is parallel to the radius rod (1), the length of the driven radius rod is the same as that of the driven radius rod, and the driven radius rod and the sine connecting rod (3) form a parallel four-bar mechanism;

the two-dimensional synthesis control transmission arm (4) is provided with a cross-shaped groove, a transverse groove (41) is parallel to half shafts on two sides, and a vertical groove (42) is arranged in parallel to the length direction of the vehicle body; a connecting arm (43) extends from one side of the transverse groove (41);

the vector control swing arm (5) is provided with a sliding groove (51), and the initial position of the sliding groove (51) in the setting direction is parallel to the arrangement direction of the radius rod (1);

and the sliding blocks are fixed on one end of the sine connecting rod (3) and can slide in the vertical groove (42) to form transverse sine displacement R sin α of the two-dimensional synthesis control transmission arm (4), the second sliding block (62) is hinged with the other end of the trapezoidal swing arm (2) and can slide in the transverse groove (41) to ensure that the longitudinal displacement of the two-dimensional synthesis control transmission arm (4) is constantly equal to R cos α + (R M/Hi) sin α, so that the two-dimensional synthesis control transmission arm (4) is controlled to move up and down and left and right in a transverse, flat and longitudinal straight shape, the third sliding block (63) is hinged with one end of the connecting arm (43) to form a key control point (Gi) and can slide in the sliding groove (51), and the sliding groove (51) is connected with a secondary steering shaft (52') or a solid steering shaft (52).

2. The constant steering control mechanism of the radius rod integrated trapezoid swing arm according to claim 1, wherein the length R of the radius rod (1) is determined by an installation space on a vehicle body.

3. The constant steering control mechanism of claim 1, wherein the length of each of the first slider (61) and the second slider (62) is greater than twice the width of the cross notch of the cross-shaped groove.

4. The radius rod connected trapezoid swing arm constant steering control mechanism according to claim 1, further comprising a housing, wherein the radius rod (1), the driven radius rod (1 '), the trapezoid swing arm (2), the sine connecting rod (3), the two-dimensional synthetic control transmission arm (4), the vector control swing arm (5) and the slider are all fixed in the housing, the bottom of a steering column of a steering wheel is inserted into the top of the housing and fixed with the radius rod (1), and the auxiliary steering shaft (52') extends out of the housing and is connected with a solid steering shaft (52) through a synchronous gear shaft or a parallel connecting rod (108) or a crankshaft double connecting rod.

5. The constant steering control mechanism of the radius rod integrated trapezoid swing arm according to any one of claims 1 to 4, wherein the trapezoid swing arm (2), the two-dimensional synthetic control transmission arm (4), the vector control swing arm (5) and the sliding block are two groups; the first group is driving, the second group is driven, and the trapezoidal swing arm (2) of the first group is fixed at the first shaft sleeve and is vertical to the radius rod (1); the second group of trapezoidal swing arms (2) are fixed at the second shaft sleeve and are parallel to the first group of trapezoidal swing arms (2); and a connecting arm (43) is arranged on the other side of the transverse groove (41) of the second group of two-dimensional synthesis control transmission arm (4), the connecting arm (43) of the second group drives the vector control swing arm (5) of the second group through a third sliding block (63) of the second group, and the mounting positions of the first sliding block (61) and the second sliding block (62) of the second group are the same as the mounting positions and the connection relation of the sliding blocks corresponding to the first group.

6. The constant steering control mechanism of the radius rod integrated trapezoid swing arm according to claim 5, wherein a crankshaft double-link mechanism (8) is connected to the hinge axis position of the radius rod (1) and the driven radius rod (1 '), the crankshaft double-link mechanism (8) is formed by adding a fixed-length crank (81) to each of the same vertical phase positions of the radius rod (1) and the driven radius rod (1') and is connected through a crank link (82), and the radius of the fixed-length crank (81) is a fixed value of R/2 to 4R/5.

7. The constant steering control mechanism of the radius rod connected trapezoid swing arm according to any one of claims 1 to 4, wherein the constant steering control mechanism comprises two sets of the trapezoid swing arm (2), the two-dimensional synthetic control transmission arm (4), the vector control swing arm (5) and the sliding block, the first set of the two-dimensional synthetic control transmission arm (4) is arranged at the position close to the vehicle frame on the upper layer, the second set of the two-dimensional synthetic control transmission arm (4) is arranged at the lower layer of the first set of the two-dimensional synthetic control transmission arm (4), the initial position α is equal to β which is 0, a crankshaft bearing at the end of the trapezoid swing arm (2) of the first set penetrates through the bottom of the second sliding block (62) and is connected with the trapezoid swing arm (2) of the second set to drive the second set to follow-up, the first sliding block (61) of the second set is fixed at the other end of the sine connecting rod (3), the second set of the trapezoid swing arm (2) is connected with the trapezoid swing arm (1) through the sine connecting rod (3), the trapezoid swing arm (2) of the second set is connected with the vertical sliding chute (64) through the horizontal sliding chute (64), the vertical sliding chute (64) and vertical sliding chute (64) of the second set of the vertical sliding chute (64), the vertical sliding chute (64) and vertical sliding chute (64) of the vertical sliding chute (9), the vertical sliding chute (9) of the vertical sliding chute (4) and vertical sliding chute (10) of the vertical sliding chute (4), the vertical sliding chute (4) of the sliding chute (vertical sliding chute (4) and vertical sliding chute (4) and vertical sliding chute (vertical sliding chute) of the sliding chute (vertical sliding chute.

8. The constant steering control mechanism of claim 7, wherein the steering control mechanism has the effect of providing a sliding groove for controlling the vector direction of the four wheels of the left front wheel, the left rear wheel, the right front wheel, the right rear wheel and the control length of the vector control arm, the sliding grooves for regulating and controlling the length of the vector control arm refer to a vector control arm sliding groove (51), a vertical groove (42) and a longitudinal floating sliding groove (92), a potentiometer is fixedly arranged on one side of the sliding chute of which the length is regulated and controlled by the vector control arm, the potentiometer is a direct-current sliding resistance potentiometer or an alternating-current Hall induction brushless potentiometer, the guide rail control terminal of the sliding resistance potentiometer or the end of a pull rope of a movable coil of the Hall sensing potentiometer is connected to a sliding block which is relatively displaced along the sliding chute, and the electric potential of the driving target corresponding to the initial zero position of each potentiometer is the radius R; each driving half shaft for implementing vector linkage electronic control differential needs to be provided with a potentiometer at a proper position, and correspondingly obtains a target potential required by the vector linkage electronic control differential of the steering control mechanism.

9. A multi-wheeled vehicle, comprising: a vehicle body, a constant steering control mechanism of a radius rod integrated trapezoid swinging arm and a safety limiter (10) according to any one of claims 1-8;

the safety limiter (10) comprises a spring pressure correcting cam mechanism (101) and a high-speed safety corner limiting mechanism (102), wherein the spring pressure correcting cam mechanism and the high-speed safety corner limiting mechanism are sequentially fixed on a steering column of a steering wheel from top to bottom; pressure sensitive resistance strain gauges (103) are inserted into gaps on two sides of a radial rod and a ring disc notch at a shaft core disconnection part of a steering column of the steering wheel, the radial rod and the ring disc notch are respectively connected with a clockwise power-assisted control circuit and a counterclockwise power-assisted control circuit of a vehicle steering machine through leads, and the steering column corresponding to the lower end of the ring disc notch is in transmission connection with a rotating shaft core of the radial rod (1) through a universal joint rotating shaft; the vehicle steering machine controlled by the pressure sensitive resistance strain gauge (103) transmits steering power through a worm rack, or a worm meshing gear is directly connected with a rotating shaft gear arranged on the radius rod (1) to transmit the steering power;

in the above, the axle center of the solid steering shaft (52) is vertically connected with the half axle of the hub of the vehicle, and the safety limiter (10) is used for limiting the steering angle α of the steering wheel to be less than 3 degrees when the vehicle speed is greater than 80 km/h.