CN110816191A

CN110816191A - Vehicle with active stable control

Info

Publication number: CN110816191A
Application number: CN201810917120.6A
Authority: CN
Inventors: 任治国
Original assignee: Shanghai Leader Intelligent Technology Co Ltd
Current assignee: Shanghai Leader Intelligent Technology Co Ltd
Priority date: 2018-08-13
Filing date: 2018-08-13
Publication date: 2020-02-21

Abstract

The invention provides an active stability control vehicle, which comprises a chassis, a carriage, wheels and an active stabilizing device, wherein the chassis is arranged below the carriage, the active stabilizing device is arranged on the chassis, two wheels are connected with the active stabilizing device, and a driving unit of the active stabilizing device is arranged on the chassis; the driving balance beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body, and the driving balance beam is connected with the driving unit; the lower rocker arm is arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower rocker arm is hinged with the chassis, and the other end of the lower rocker arm is connected with the wheels; two ends of the driving balance beam are respectively connected with one end of a first shock absorber, and the other end of the first shock absorber is respectively connected with one end of the lower rocker arm close to the wheel; the active balance beam, the lower rocker arm and the first shock absorber are respectively arranged symmetrically about the longitudinal axis of the vehicle body. The invention ensures that the vehicle has higher stability and safety, simplifies the design and is convenient for driving.

Description

Vehicle with active stable control

Technical Field

The present invention relates to a vehicle, and more particularly to an actively stability controlled vehicle.

Background

With the increasing of the automobile reserves in cities, vehicles running on roads are more and more, the traffic situation is more and more severe, the pollution situation is more and more severe, on one hand, traffic jam becomes a aeipathia of a lot of urban traffic, and on the other hand, parking is more and more difficult due to dense population, limited living space and increasing automobile reserves. Conventional private cars usually have four or more passenger seats, and the cockpit usually comprises a main driver seat and a secondary driver seat which are arranged in parallel, and the width and the size of the whole car are wider and larger. However, according to statistics, in the current traffic travel situation, especially in daily commutes of cities, a majority of individuals travel in short distance, one car usually has only one to two passengers, and for the car models with four seats or more than four seats, there is a great travel resource waste. For most of the transportation demands, the space size requirement of the transportation means is small, and the design of a single-seat or double-seat miniature automobile is enough to meet the demands of individual short-distance transportation. Meanwhile, the design of the miniaturized automobile can effectively reduce congestion, facilitate parking, realize parking space sharing, save space, reduce emission and contribute to energy conservation and environmental protection.

For a miniaturized automobile with only two seats, when the seats are arranged in a longitudinal mode instead of a parallel mode, the transverse size of the automobile body is narrowed, so that the space is saved, and driving and parking are facilitated. However, it should be noted that for four or more cars, the wider wheel spacing for cornering or uneven road surface enables the car to remain relatively stable and not easily roll over due to the wider lateral dimension. For the miniature automobile with the tandem layout, the transverse width is narrow, the transverse wheel spacing is even half of that of an ordinary automobile, and the automobile is easy to turn over due to the action of centrifugal force during turning.

In order to solve the problems, the prior art uses the principle of a two-wheeled motorcycle for reference, a driver actively changes the gravity center of the body during turning to incline the motorcycle, and the inclined state can well overcome the centrifugal force under the skilled control of the driver, so that the motorcycle is always kept in balance. Similar to the principle of balancing motorcycles, some of the prior art three-or four-wheeled motorcycles have been designed in recent years to use a body tilting technique to improve the running stability of the vehicle. However, the active stabilizer of such vehicles is usually directly connected to the vehicle body, and is easily impacted by each wheel from the ground, and the driving device is complicated and distributed to realize the tilt control, so that the vehicle body of such vehicles has complicated design, poor lateral stability and poor safety, and is very easy to overturn particularly when driving on a curve. In addition, such vehicles often require shifting the center of gravity of the driver or maintaining the stability of the vehicle through complicated operations, and it is difficult to achieve the comfort and stability of the conventional automobile driving.

Disclosure of Invention

The invention aims to provide an actively and stably controlled vehicle, so that the problems that the stability of a minicar in the prior art is poor and the minicar is difficult to operate and control are solved.

In order to solve the above technical problem, a technical solution of the present invention is to provide an active stabilization controlled vehicle, including a chassis, a car, wheels and an active stabilization device, wherein the chassis is installed below the car, the active stabilization device is disposed on the chassis, two of the wheels are connected to the active stabilization device, and the active stabilization device includes:

the driving unit is arranged on the chassis;

the driving balance beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body and is connected with the driving unit;

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged with the chassis, and the other end of each lower rocker arm is connected with a wheel; and

two ends of the driving balance beam are respectively connected with one end of the first shock absorber, and the other end of the first shock absorber is respectively connected with one end of the lower rocker arm close to the wheel; the active balance beam, the lower rocker arm and the first shock absorber are respectively arranged symmetrically about the longitudinal axis of the vehicle body.

The invention also provides an active stabilization controlled vehicle, which comprises a chassis, a carriage, wheels and an active stabilization device, wherein the chassis is arranged below the carriage, the active stabilization device is arranged on the chassis, two wheels are connected with the active stabilization device, and the active stabilization device comprises:

the driving unit is arranged on the chassis;

the two upper rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, and one end of each upper rocker arm is hinged with the chassis;

one end of the second shock absorber is connected with the other end of the upper rocker arm;

one end of the driving connecting rod is connected with one end of the driving balance beam, and the other end of the driving connecting rod is connected with one end of the upper rocker arm close to the third shock absorber; and

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged with the chassis, the other end of each lower rocker arm is connected with the vehicle wheel, one end, close to the vehicle wheel, of each lower rocker arm is connected with the third shock absorber, and the driving balance beam, the upper rocker arm, the third shock absorber, the driving connecting rod and the lower rocker arms are symmetrically arranged around the longitudinal axis of the vehicle body respectively.

the driving unit is arranged on the chassis;

the driving balance beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body, the driving balance beam is connected with the driving unit, and two ends of the driving balance beam are respectively connected with the sliding hinge joint;

one end of the fourth shock absorber is connected with the other end of the upper rocker arm, and the other end of the upper rocker arm close to the fourth shock absorber is connected with two ends of the active balance beam through a sliding hinge joint; and

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged to the chassis, the other end of each lower rocker arm is connected with the vehicle wheel, one end, close to the vehicle wheel, of each lower rocker arm is connected with the fourth shock absorber, and the driving balance beam, the upper rocker arm, the fourth shock absorber and the lower rocker arms are symmetrically arranged around the longitudinal axis of the vehicle body respectively.

the driving unit is arranged on the chassis;

the two sliding rails are arranged at the bottom of the carriage or on the chassis along the vertical downward direction;

the two sliding seats are arranged on the sliding rails and are in sliding fit with the sliding rails, and the sliding seats are hinged with one end of the driving balance beam through a driving connecting rod;

one end of the fifth shock absorber is connected with the sliding seat; and

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged to the chassis, the other end of each lower rocker arm is connected with the vehicle wheel, one end, close to the vehicle wheel, of each lower rocker arm is connected with the other end of the fifth shock absorber, and the driving balance beam, the sliding rail, the sliding seat, the fifth shock absorber and the lower rocker arms are symmetrically arranged relative to the longitudinal axis of the vehicle body respectively.

According to one embodiment of the invention, one end of the driving connecting rod is fixedly connected with the sliding seat or integrally formed with the sliding seat, the other end of the driving connecting rod is formed into a sliding hinge joint, and two ends of the driving balance beam are respectively formed into sliding grooves; or the other end of the driving connecting rod is formed into a sliding chute, and the two ends of the driving balance beam are respectively formed into sliding hinged joints; the sliding hinge joint is in sliding fit with the sliding chute; or the other end of the driving connecting rod is connected with the two ends of the driving balance beam in a matched mode through independent sliding hinge joints.

According to another embodiment of the invention, the driving unit is a linear balance driver, one end of the linear balance driver is hinged on the chassis, and the other end of the linear balance driver is hinged with the active balance beam.

According to another embodiment of the invention, the drive unit is a balance drive, the output shaft of which is arranged in a direction horizontal and parallel to the longitudinal axis of the body, the output shaft being connected to the active equalizer beam at the point of articulation of the active equalizer beam with the chassis.

According to another embodiment of the invention, the vehicle further comprises a driving system, wherein the driving system comprises a driving motor, a differential, a transmission shaft, a front transmission wheel, a rear transmission wheel and a transmission belt, wherein the driving motor and the differential are both arranged at the bottom of the chassis, and the driving motor is connected with the differential; one ends of the two transmission shafts are respectively connected with the differential, and the other ends of the two transmission shafts are respectively connected with the front transmission wheel; the rear driving wheel is arranged on the wheel and connected with the front driving wheel through a driving belt.

According to another embodiment of the invention, the vehicle further comprises a steering device, the steering device comprises a steering wheel, a linkage assembly, a rack and pinion box, a steering push rod and a steering wheel bracket, the steering wheel is connected with the rack and pinion box through the linkage assembly, the rack and pinion box is connected with one end of the steering push rod, the other end of the steering push rod is connected with the steering wheel bracket, and one wheel is fixed on the steering wheel bracket through a second shock absorber; or the steering device comprises a steering wheel, a linkage assembly and a steering wheel support, the steering wheel is connected with the steering wheel support through the linkage assembly, and one wheel is fixed on the steering wheel support.

According to another embodiment of the invention, the number of wheels is three, wherein a first wheel is located on the longitudinal axis of the body at one end of the vehicle, two second wheels are symmetrically arranged with respect to the longitudinal axis of the body at the opposite end of the vehicle, the active stabilizing devices are respectively connected to the second wheels, and the steering wheel is arranged near one end of the first wheel or near one end of the second wheel.

According to another embodiment of the present invention, the vehicle further includes a control device including:

a speed pedal and a brake pedal;

the vehicle control unit is connected with the speed pedal and the brake pedal and calculates and controls the running speed of the vehicle according to the treading degree of the speed pedal;

the wheel rotating speed sensor is arranged on the wheel to measure the rotating speed data of the wheel in real time;

the steering wheel angle sensor is arranged on a steering wheel or a steering wheel bracket to measure the rotation angle data of the steering wheel or the steering wheel bracket in real time;

the vehicle body inclination angle measuring device measures the actual transverse inclination angle of the vehicle in real time; and

and the balance controller calculates the expected inclination angle of the vehicle according to the rotating speed data of the vehicle and the rotating angle data of the steering wheel or the steering wheel bracket, and controls the active stabilizing device to output torque or a motion state according to the difference value of the actual transverse inclination angle data and the expected inclination angle data.

According to the vehicle with the active stable control, the carriage and the wheels can be synchronously inclined through the active stabilizing device, so that the whole vehicle has higher stability and safety compared with the existing tiltable tricycles and other vehicles; meanwhile, the design of the active balancing device is simplified; the impact of the jumping wheels on the vehicle body is effectively relieved; the driving stabilizing device is convenient for realizing completely automatic transverse stabilization and balance control, simplifies the operation of a driver, and the driver only needs to control the driving direction and speed, thereby being convenient for driving.

Drawings

FIG. 1 is a side schematic view of an actively controlled stabilization vehicle according to a preferred embodiment of the present invention;

FIG. 2 is a schematic perspective view of the vehicle according to the active stabilization control of FIG. 1;

FIG. 3 is a schematic perspective view of an active stabilization device of the vehicle according to the active stabilization control of FIG. 2;

FIG. 4 is a schematic perspective view of a drive system of the vehicle according to the active stabilization control of FIG. 2;

FIG. 5 is a schematic illustration of the control principles of an actively-stabilized controlled vehicle according to one embodiment of the present disclosure;

FIG. 6 is a schematic perspective view of an active stabilization device of an actively-stabilized controlled vehicle according to another embodiment of the present disclosure;

FIG. 7 is a schematic perspective view of an active stabilization device of an actively-stabilized controlled vehicle according to yet another embodiment of the present disclosure;

FIG. 8 is a schematic perspective view of an active stabilization device of an actively-stabilized controlled vehicle according to yet another embodiment of the present disclosure;

FIG. 9 is a schematic perspective view of an active stabilization device of an actively-stabilized controlled vehicle according to yet another embodiment of the present disclosure;

FIG. 10 is a schematic perspective view of an active stabilization device of an actively-stabilized controlled vehicle according to yet another embodiment of the present disclosure;

FIG. 11 is a side schematic view of an actively controlled stability controlled vehicle according to yet another embodiment of the present disclosure;

FIG. 12 is a schematic diagram of a vehicle with active stability control according to one embodiment of the present invention, wherein the vehicle is at rest or traveling normally along a flat road;

fig. 13 is a state diagram of the vehicle according to the active stabilization control of fig. 12, in which the vehicle is in a state of turning travel.

Detailed Description

The present invention will be further described with reference to the following specific examples. It should be understood that the following examples are illustrative only and are not intended to limit the scope of the present invention.

Fig. 1 is a schematic side view of an actively-stabilized vehicle according to an embodiment of the present invention, and as can be seen from fig. 1, the actively-stabilized vehicle provided by the present invention includes a compartment 1, a chassis 2, wheels 3, an active stabilizing device 4, seats 5 and a steering device 6, wherein the chassis 2 is located below the compartment 1, the front and rear rows of longitudinally arranged seats 5 are disposed in the compartment 1, the active stabilizing device 4 is disposed on the chassis 2, the active stabilizing device 4 is connected with two front wheels 32, 33 (fig. 2) of the vehicle, the steering device 6 is fixed on the chassis 2 and connected with a rear wheel 31 of the vehicle, the steering device 6 includes a steering wheel and a linkage assembly, the steering wheel is disposed in the compartment 1, and the steering wheel is connected with the rear wheel 31 through the linkage assembly; in practical designs, the cabin 1 and the chassis 2 are fixed together and often designed in one piece.

In particular, in the embodiment of fig. 1, the wheels 3 are three in total, comprising two

front wheels

32, 33 arranged symmetrically about the longitudinal axis of the body and one rear wheel 31 located on the longitudinal axis of the body. It will be understood by those skilled in the art that the wheels 3 may also be provided in four, i.e. comprising two

front wheels

32, 33 and two rear wheels 31 arranged symmetrically about the longitudinal axis of the body, the two rear wheels 31 also being mounted on a similar active stabilizer, and will not be described in detail herein.

Further, in the embodiment of fig. 1, the seats 5 are arranged in front and rear rows longitudinally arranged in the vehicle compartment 1. It will be understood by those skilled in the art that the number of seats 5 may also be provided as one as desired, and will not be described further herein.

Fig. 2 is a perspective view of the vehicle under the active stabilization control of fig. 1, and as can be seen from fig. 2, a chassis 2 of the vehicle is irregular, the chassis 2 includes a front end 22 and a rear end 21, and specific shapes of the front end 22 and the rear end 21 of the chassis 2 may be appropriately changed according to the number of wheels, the number of seats, a shape of a passenger compartment, and the like, and are not limited herein. In the embodiment of fig. 2, the front end 22 and the rear end 21 of the chassis 2 each project relative to the middle of the chassis 2, the front end 22 being used to mount the active stabilizer 4 and the steering wheel 61, the middle being used to mount the seat 5 and the linkage assembly 62 in the steering gear, and the rear end 22 being used to mount the rear wheels 31.

Further, in fig. 2, the active stabilizer 4 includes a balance driver 41, an active balance beam 42, a shock absorber 43, and a lower swing arm 44, wherein the balance driver 41 is provided on a convex portion of the front end 22 of the chassis 2 in a direction horizontal and parallel to the longitudinal axis of the vehicle body, and an output shaft of the balance driver 41 is connected to the active balance beam 42; the balance driver 41 is a motor reducer or a hydraulic motor or other common rotary driver in the field; the active balance beam 42 is hinged to a protruding portion of the front end 22 of the chassis 2 in a direction horizontal and substantially perpendicular to the longitudinal axis of the vehicle body, two ends of the active balance beam 42 are respectively connected to one ends of two first shock absorbers 43, the two first shock absorbers 43 are arranged in a direction substantially vertical and perpendicular to the longitudinal axis of the vehicle body, the other ends of the two first shock absorbers 43 are connected to one end of a lower rocker arm 44, the lower rocker arm 44 is arranged in a direction substantially horizontal and parallel to the longitudinal axis of the vehicle body, the other ends of the two lower rocker arms 44 are respectively hinged to the chassis 2, and one end of the lower rocker arm 44 close to the first shock absorber 43 is connected to a wheel 32/33. It is to be noted that in the embodiment of fig. 2, the active equalizer beam 42 is itself symmetrical about the longitudinal axis of the vehicle body, the midpoint of the active equalizer beam 42 is the hinge point with the chassis 2, the two first shock absorbers 43 and the two lower swing arms 44 are both arranged symmetrically about the longitudinal axis of the vehicle body,

further, in the embodiment of fig. 2, the steering device 6 includes a steering wheel 61, a linkage assembly 62, a rack and pinion box 63, a steering push rod 64 and a steering wheel bracket 65, wherein the steering wheel 61 is connected with the linkage assembly 62, the linkage assembly 62 is disposed on the chassis 2 and extends from the front portion of the vehicle body to the rear portion of the vehicle body, the linkage assembly 62 is connected with the rack and pinion box 63 at the rear portion of the vehicle body, the rack and pinion box 63 is connected with one end of the steering push rod 64, the other end of the steering push rod 64 is connected with the steering wheel bracket 65, and the steering wheel bracket 65 is connected with the rear wheel 31 through the second shock absorber 36, so that a driver can drive the rear wheel 31 to rotate through the linkage cooperation of the steering wheel 61 and the linkage assembly 62, the rack and pinion box 63, the steering push rod 64 and the steering wheel bracket 65, thereby. The specific connection manner, shape and the like of the various components in the steering device 6 are easily realized by those skilled in the art through conventional technical means, and are not described in detail herein. It should be understood by those skilled in the art that the steering device may also include only a steering wheel, a linkage assembly and a steering wheel support, the steering wheel is connected with the steering wheel support through the linkage assembly, and one of the wheels is fixed on the steering wheel support, which will not be described herein again.

Fig. 3 is a perspective view of another angle of the active stabilizer of the vehicle according to the active stabilization control of fig. 2, as can be seen from fig. 3 in conjunction with fig. 2, the front end 22 of the chassis 2 protrudes vertically to form a mounting portion 221, the plane of the mounting portion 221 is perpendicular to the longitudinal axis of the vehicle body, the balance driver 41 of the active stabilizer 4 of the invention is arranged on the mounting portion 221 along the direction parallel to the longitudinal axis of the vehicle body, the balance driver 41 and the active balance beam 42 are respectively located at two sides of the mounting portion 221, and the driving shaft of the balance driver 41 passes through the mounting portion 221 to be connected with the active balance beam 42 to transmit torque to the active balance beam 42, so that the active balance beam 42 can rotate around the hinge point under the action of the balance driver 41; two ends of the active balance beam 42 are respectively connected with one end of two first shock absorbers 43 through universal hinges, and the first shock absorbers 43 are hinged with the lower rocker arm 44 through the universal hinges; the two first shock absorbers 43 and the active balance beam 42 are located substantially in the same plane, which is substantially perpendicular to the lower swing arm 44; the other ends of the two lower swing arms 44 are hinged on the chassis 2 through a support B, and the other end 49 of the lower swing arm 44 far away from the support B is connected with a wheel 32/33, so that when the wheel 32/33 is subjected to impact shock, the active balance beam 42 is driven by the balance driver 41 to rotate, further driving the first shock absorber 43 and the lower swing arm 44, and therefore the shock from the wheel 32/33 is absorbed by the first shock absorber 431, and the balance of the vehicle is maintained.

Fig. 4 is a schematic perspective view of a driving system of the vehicle with active stabilization control according to fig. 2, and as can be seen from fig. 4, the driving system of the vehicle with active stabilization control according to the present invention includes a driving motor 81, a differential 82, a transmission shaft 83, a front transmission wheel 84, a rear transmission wheel 85 and a transmission belt 86, wherein the driving motor 81 and the differential 82 are both disposed at the bottom of the chassis 2, and the driving motor 81 is connected to the differential 82; the two transmission shafts 83 are arranged along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body, one ends of the two transmission shafts 83 are respectively connected with the differential 82, and the other ends of the two transmission shafts 83 are respectively connected with the front driving wheel 84 through connectors; the rear driving wheel 85 is arranged on a rotating shaft of the wheel 32/33, the rear driving wheel 85 is connected with the front driving wheel 84 through a transmission belt 86, so that power of the driving motor 81 can be respectively transmitted to the two transmission shafts 83 after passing through the differential 82, the transmission shafts 83 drive the front driving wheel 84 to rotate, the front driving wheel 84 drives the rear driving wheel 85 to rotate through the transmission belt 86, and the rear driving wheel 85 and the wheel 32/33 synchronously rotate. It should be understood by those skilled in the art that the front driving wheel 84 and the rear driving wheel 85 can be set to different sizes according to requirements, so as to satisfy the output requirements of power, rotation speed and the like through different ratios, and the driving belt 86 can also be in the form of a driving chain, which is not described in detail herein.

Fig. 5 is a schematic diagram illustrating a control principle of an actively-stabilized vehicle according to an embodiment of the present invention, in which a control device of the actively-stabilized vehicle includes a vehicle control unit, a balance controller, a calculation unit, and a vehicle body inclination angle measurement device, wherein a speed pedal and a brake pedal of the vehicle are connected to the vehicle control unit, and the vehicle control unit can calculate and control a driving speed of the vehicle according to a stepping degree of the speed pedal; a wheel rotating speed sensor is arranged between the wheel and the wheel shaft, the wheel rotating speed sensor measures the wheel speed in real time and sends the speed data to the calculating unit, and the calculating unit calculates the real-time running speed of the vehicle according to the received speed data; a steering wheel corner sensor is arranged on the steering wheel or the steering wheel bracket, the steering wheel corner sensor measures the steering angle of the steering wheel or the steering wheel bracket in real time and sends the steering angle data to the calculation unit, the calculation unit calculates the expected inclination angle of the vehicle body according to the received steering angle signal or data and the real-time running speed data, and the calculation unit simultaneously sends the expected inclination angle data to the balance controller; in actual design, the calculation unit can be directly integrated in the balance controller, and the balance controller calculates the expected inclination angle of the vehicle body; the vehicle body inclination angle measuring device is arranged on the vehicle body and used for measuring the inclination angle speed and the acceleration data of the vehicle body, and meanwhile, the vehicle body inclination angle measuring device calculates the actual transverse inclination angle of the vehicle body according to the measured inclination angle speed and the measured acceleration data and sends the transverse inclination angle data to the balance controller; in the actual design, the integrated vehicle body inclination angle measuring device can also directly measure the actual transverse inclination angle of the vehicle body; the balance controller judges the balance state of the vehicle body according to the difference value between the received expected inclination angle and the actual transverse inclination angle; the balance controller is simultaneously connected with the active stabilizing device, and the balance controller controls the size and the motion state of the output torque of the active stabilizing device according to the difference value between the optimal transverse inclination angle and the actual transverse inclination angle, so that the transverse inclination angle of the vehicle body relative to the horizontal ground is controlled, and the stress balance and the safety and stability of the whole vehicle are ensured. The calculation unit, the vehicle body inclination angle measuring device, the vehicle control unit and the balance controller can be realized by a computer, a digital signal processor, a single chip microcomputer or a program in the same hardware, so that the calculation speed is ensured, and the transverse balance, the driving state, the safety and the stability of the vehicle are controlled in real time.

Fig. 6 is a schematic perspective view of an active stabilization device 104 of an actively-stabilized vehicle according to another embodiment of the present invention, where most of the components and structures of the embodiment of fig. 6 are the same as those of the embodiment of fig. 2 and 3, and the components the same as or similar to those of the embodiment of fig. 2 and 3 are denoted by reference numerals increased by "100", and only the differences are described herein, where in the embodiment of fig. 6, the balance driver 141 is arranged in the same manner as in the embodiment of fig. 2 and 3, and the difference is that the position of the balance driver 141 in the embodiment of fig. 6 is closer to the chassis 102 than in the embodiment of fig. 2 and 3; the active equalizer bar 142 is also arranged in the same manner as in the embodiment of fig. 2 and 3, except that the active equalizer bar 142 in the embodiment of fig. 6 is located closer to the chassis 102 than in the embodiment of fig. 2 and 3; a part of the chassis 102 protrudes upwards to form two symmetrical supports C, one end of an upper rocker arm 145 arranged along the direction which is approximately horizontal and parallel to the longitudinal axis of the vehicle body is hinged with the supports C, the other end of the upper rocker arm 145 is hinged with a third shock absorber 146 through a hinge joint, one end of the upper rocker arm 145 close to the third shock absorber 146 is also hinged with a driving connecting rod 143 through a universal hinge joint, and the other end of the driving connecting rod 143 is hinged with two ends of a driving balance beam 142 through the universal hinge joint; similarly, the lower swing arm 144 in the embodiment of fig. 6 is also disposed in a direction substantially horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower swing arm 144 is hinged to the chassis 102 through the support B, the other end of the lower swing arm 144 is hinged to the wheel 132/133, and one end of the lower swing arm 144 close to the wheel 132/133 is hinged to the third shock absorber 146 through a hinge joint. Likewise, in the embodiment of fig. 6, the active equalizer beam 142 is symmetric about the longitudinal axis of the vehicle body; the upper rocker arm 145, the lower rocker arm 144, the third shock absorber 146, and the drive link 143 are all symmetrical about the longitudinal axis of the vehicle body. The balance driver 141 is a rotary driver commonly used in the art, such as an electric motor reducer or a hydraulic motor, so that the balance driver 141 drives the active balance beam 142 to rotate around the hinge point, the driving link 143 further drives the upper rocker arm 145 to rotate, and the rotation of the upper rocker arm 145 drives the lower rocker arm 144 to rotate around the support B through the third shock absorber 146. In this embodiment, the arrangement and movement of other components are the same as those described in the embodiment of fig. 2 and 3, and are not described again here.

Fig. 7 is a schematic perspective view of an active stabilization device 204 of an actively-stabilized vehicle according to another embodiment of the present invention, where most of the components and structures of the embodiment of fig. 7 are the same as those of the embodiment of fig. 2 and 3, and the components the same as or similar to those of the embodiment of fig. 2 and 3 are denoted by reference numerals increased by "200", and only the differences are described herein, where in the embodiment of fig. 7, the balance driver 241 is arranged in the same manner as in the embodiment of fig. 2 and 3, except that the position of the balance driver 241 in the embodiment of fig. 7 may be closer to the chassis 202 than in the embodiment of fig. 2 and 3 according to actual arrangement requirements; the active balance beam 242 is also arranged in the same manner as in the embodiment of fig. 2 and 3, except that the active balance beam 242 in the embodiment of fig. 7 is also arranged closer to the chassis 202 than in fig. 2 and 3 according to actual arrangement requirements, meanwhile, both ends of the active balance beam 242 are connected with sliding hinges 2421, a part of the chassis 202 protrudes upwards to form two symmetrical supports C, one end of an upper rocker arm 245 arranged along a direction which is approximately horizontal and parallel to the longitudinal axis of the vehicle body is hinged with the supports C, the other end of the upper rocker arm 245 is hinged with the fourth shock absorber 246 through hinges, and one end of the upper rocker arm 245 close to the fourth shock absorber 246 is hinged with the active balance beam 242 through the sliding hinges 2421; similarly, the lower swing arm 244 in the embodiment of fig. 7 is also disposed in a direction substantially horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower swing arm 244 is hinged to the chassis 202 through a support B, the other end of the lower swing arm 244 is hinged to the wheel 232/233, and one end of the lower swing arm 244 near the wheel 232/233 is hinged to the fourth shock absorber 246 through a hinge joint. Likewise, in the embodiment of fig. 7, the active equalizer beam 242 is symmetric about the longitudinal axis of the vehicle body; the upper rocker arm 245, the lower rocker arm 244, and the fourth shock absorber 246 are all symmetrical about the longitudinal axis of the vehicle body. The balance driver 241 is a rotary driver commonly used in the art, such as a motor reducer or a hydraulic motor, so that the balance driver 241 drives the active balance beam 242 to rotate around the hinge point, and further drives the upper rocker arm 245 to rotate through the sliding hinge joint, and the rotation of the upper rocker arm 245 drives the lower rocker arm 244 to rotate around the support B through the fourth shock absorber 246. In this embodiment, the arrangement and movement of other components are the same as those described in the embodiment of fig. 2 and 3, and are not described again here.

Fig. 8 is a schematic perspective view of an active stabilization device 304 of an actively-stabilized vehicle according to another embodiment of the present invention, where most of the components and structures of the embodiment of fig. 8 are the same as those of the embodiment of fig. 2 and 3, and the components the same as or similar to those of the embodiment of fig. 2 and 3 are denoted by reference numerals increased by "300", and only the differences are described herein, where in the embodiment of fig. 8, a balance driver 341 is arranged in the same manner as in the embodiment of fig. 2 and 3, except that the position of the balance driver 341 in the embodiment of fig. 8 may be closer to a chassis 302 than in the embodiment of fig. 2 and 3 according to actual arrangement requirements; the arrangement of the active balance beam 342 is the same as that in the embodiment of fig. 2 and 3, except that the active balance beam 342 in the embodiment of fig. 8 is also located closer to the chassis 302 than in fig. 2 and 3 according to the actual arrangement requirement, and at the same time, two ends of the active balance beam 342 are respectively hinged to the driving link 347; the carriage 302 is provided with a sliding rail 346 which extends downwards along the vertical direction, the sliding rail 346 is provided with a sliding seat 345, and the sliding seat 345 and the sliding rail 346 form sliding fit; in practical design, the sliding rail 346 can also be directly arranged on the chassis; the other end of the driving connecting rod 347 is hinged with a sliding seat 345, the sliding seat 345 is further hinged with one end of a fifth shock absorber 343, and the other end of the fifth shock absorber 343 is hinged with a lower rocker 344; similarly, the lower swing arm 344 in the embodiment of fig. 8 is also disposed in a direction substantially horizontal and parallel to the longitudinal axis of the vehicle body, one end of the lower swing arm 344 is hinged to the chassis 302 through the support B, the other end of the lower swing arm 344 is hinged to the wheel 332/333, and one end of the lower swing arm 344 near the wheel 332/333 is hinged to the fifth shock absorber 343. Likewise, in the embodiment of fig. 8, the active equalizer beam 342 is symmetric about the longitudinal axis of the vehicle body; the lower rocker 344, the drive link 347, the sled 346, the slide 345, and the fifth shock absorber 343 are all symmetric about the vehicle body longitudinal axis. The balance driver 341 is a rotary driver commonly used in the art, such as a motor reducer or a hydraulic motor, so that the balance driver 341 drives the active balance beam 342 to rotate around the hinge point, and further drives the sliding seat 345 to move along the sliding rail 346 through the driving link 347, and the sliding seat 345 simultaneously drives the lower swing arm 344 to rotate around the support B through the fifth shock absorber 343. In this embodiment, the arrangement and movement of other components are the same as those described in the embodiment of fig. 2 and 3, and are not described again here.

Fig. 9 is a schematic perspective view of an active stabilization device 404 of an actively-stabilized vehicle according to another embodiment of the present invention, where most of the components and structures of the embodiment of fig. 9 are the same as those of the embodiment of fig. 8, and the same or similar components are denoted by reference numerals increased by "100" as in the embodiment of fig. 8, and only the differences are described herein, where in the embodiment of fig. 9, a balance driver 441 is provided in the same manner as in the embodiment of fig. 8; the driving balance beam 442 is also arranged in the same manner as in the embodiment of fig. 8, except that two ends of the driving balance beam 442 in the embodiment of fig. 9 are respectively formed as a sliding groove 4421, one end of the driving link 447 is fixedly connected or integrally formed with the sliding seat 445, and the other end of the driving link 447 is formed as a sliding hinge in sliding fit with the sliding groove 4421; or, the other end of the driving connecting rod 447 is formed into a sliding slot, and two ends of the driving balance beam 442 are respectively formed into sliding hinge joints in sliding fit with the sliding slot; in addition, in practical design, the other end of the driving link 447 and the two ends of the active balance beam 442 can be cooperatively connected through independent sliding hinges; the sliding rail 446 is in sliding fit with a sliding seat 445, the sliding seat 445 is further hinged with one end of a sixth shock absorber 443, and the other end of the sixth shock absorber 443 is hinged with a lower rocker 444; similarly, the arrangement and movement of the lower swing arm 444 and other components in the embodiment of fig. 9 are the same as those in the embodiment of fig. 8, and are not repeated herein.

Fig. 10 is a schematic perspective view of an active stabilization device 504 of an active stabilization controlled vehicle according to another embodiment of the present invention, where most of components and structures of the embodiment of fig. 10 are the same as those of the embodiment of fig. 2 and 3, and components the same as or similar to those of the embodiment of fig. 2 and 3 are denoted by reference numerals increased by "500", and only differences therebetween are described herein, where, in the embodiment of fig. 10, a balance driver 541 is designed as a linear balance driver that moves linearly along its axis direction, one end of the balance driver 541 is fixed to a chassis 502, and the other end of the balance driver 541 is hinged to one end of an active balance beam 542; the active balance beam 542 is also arranged in the same manner as in the embodiment shown in fig. 2 and 3, two ends of the active balance beam 542 are respectively hinged to one end of the seventh shock absorber 543, and the other end of the seventh shock absorber 543 is hinged to one end of the lower rocker 544. The balance driver 541 makes a linear telescopic motion, so as to drive the active balance beam 542 to rotate around the hinge point, and further drive the lower rocker arm 544 to rotate around the support B through the seventh shock absorber 543; in actual design, the balance driver 541 may be a linear driving device such as a hydraulic cylinder or a motor-driven lead screw. In this embodiment, the arrangement and movement of other components are the same as those described in the embodiment of fig. 2 and 3, and are not described again here. It will be understood by those skilled in the art that in all embodiments of the present invention, the linear balance actuator or the rotary actuator may be used interchangeably and will not be described herein.

Fig. 11 is a schematic side view of an actively controlled vehicle according to another embodiment of the present invention, and as can be seen from fig. 11, the actively controlled vehicle according to the present invention can also be converted back and forth, specifically, the vehicle includes three wheels, wherein a steering wheel 631 is located in front of the vehicle, two rear wheels 632/633 are symmetrically arranged about a longitudinal axis of the vehicle body, a steering wheel 661 in a steering device 606 is connected with the steering wheel 631 through a steering linkage assembly, and the direction of a seat 605 is changed with respect to the embodiment in fig. 1.

FIG. 12 is a front view of a vehicle under active stabilization control according to an embodiment of the present invention in a stationary or normal driving state, FIG. 13 is a front view of the vehicle under active stabilization control of FIG. 12 in a turning state, and it can be seen from FIG. 12 in conjunction with FIG. 13 that the vehicle body can be controlled to lean under the action of the active stabilization device when turning, and if the resultant force F of the centrifugal force Fa and the gravitational force G of the vehicle body always passes through the left and right wheels and the ground supporting point P when the vehicle is turning₁、P₂Midpoint P of connecting line₀At this time, the vehicle will be as stable as straight traveling on level ground.

It should be noted that the included angle between the resultant force F and the gravity G is the expected inclination angle, and when the difference between the actual lateral inclination angle and the expected inclination angle of the vehicle is too large and exceeds the maximum safety deviation set value, the balance controller may further send a command to the vehicle controller to reduce the vehicle speed, thereby ensuring the stability and safety of the vehicle. It will be understood by those skilled in the art that the specific value of the maximum safe deviation set point between the actual lateral inclination angle and the desired inclination angle can be determined by calculation and experiment according to the overall design parameters of the vehicle, and will not be described herein.

It should be noted that the driving system of the present invention may adopt a hub motor, a wheel-side motor, or a main driving motor or a fuel engine and a differential mechanism in the prior art, for example, the hub motor is adopted to drive two front wheels, or the fuel engine or the electric motor and the differential mechanism are adopted to drive two front wheels, which is not described herein again.

According to the vehicle with the active stable control, the vehicle body and the wheels can be synchronously inclined through the active stabilizing device, so that the whole vehicle has higher stability and safety compared with the existing tiltable tricycles and other vehicles; meanwhile, the impact of the single wheel from the uneven road surface can be absorbed by the shock absorber through the chassis, so that the impact of the bouncing wheel on the vehicle body is effectively relieved; the active stabilizing device is controlled by the control device, the control device calculates and automatically controls the transverse inclination angle of the vehicle body in real time according to the output values of the sensors, when the vehicle runs at a curve or encounters the condition of uneven road surface, the vehicle realizes completely automatic transverse stabilization and balance control, the vehicle stability is maintained, the operation of a driver is simplified, and the driver only needs to control the running direction and speed, so that the vehicle is convenient to drive.

The above embodiments are merely preferred embodiments of the present invention, and are not intended to limit the scope of the present invention, and various changes may be made in the above embodiments of the present invention, for example, the shock absorber may include a spring and a damper; the driving system can directly adopt a hub motor or adopt a wheel-side motor fixed with the lower rocker arm to directly drive the wheels to rotate; the steering wheel can adopt a handle type steering device of a motorcycle, the speed pedal can also be a manual accelerator, and the brake pedal can also be a hand brake. All simple and equivalent changes and modifications made according to the claims and the content of the specification of the present application fall within the scope of the claims of the present patent application. The invention has not been described in detail in order to avoid obscuring the invention.

Claims

1. An actively controlled stability vehicle, the vehicle comprising a chassis, a cabin, wheels and an active stabilizing device, the chassis being mounted below the cabin, the active stabilizing device being arranged on the chassis, wherein two of the wheels are connected to the active stabilizing device, the active stabilizing device comprising:

the driving unit is arranged on the chassis;

the driving balance beam is hinged on the chassis along the direction which is horizontal and vertical to the longitudinal axis of the vehicle body, and the driving balance beam is connected with the driving unit;

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged with the chassis, and the other end of each lower rocker arm is connected with the wheels; and

two ends of the active balance beam are respectively connected with one end of the first shock absorber, and the other end of the first shock absorber is respectively connected with one end of the lower rocker arm close to the wheel; the active balance beam, the lower rocker arm and the first shock absorber are respectively arranged symmetrically with respect to the longitudinal axis of the vehicle body.

2. An actively controlled stability vehicle, the vehicle comprising a chassis, a cabin, wheels and an active stabilizing device, the chassis being mounted below the cabin, the active stabilizing device being arranged on the chassis, wherein two of the wheels are connected to the active stabilizing device, the active stabilizing device comprising:

the driving unit is arranged on the chassis;

one end of the third shock absorber is connected with the other end of the upper rocker arm;

one end of each driving connecting rod is connected with one end of the driving balance beam, and the other end of each driving connecting rod is connected with one end, close to the third shock absorber, of the upper rocker arm; and

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged to the chassis, the other end of each lower rocker arm is connected with the vehicle wheel, one end, close to the vehicle wheel, of each lower rocker arm is connected with the third shock absorber, and the driving balance beam, the upper rocker arm, the third shock absorber, the driving connecting rod and the lower rocker arms are symmetrically arranged about the longitudinal axis of the vehicle body respectively.

3. An actively controlled stability vehicle, the vehicle comprising a chassis, a cabin, wheels and an active stabilizing device, the chassis being mounted below the cabin, the active stabilizing device being arranged on the chassis, wherein two of the wheels are connected to the active stabilizing device, the active stabilizing device comprising:

the driving unit is arranged on the chassis;

one end of each fourth shock absorber is connected with the other end of the upper rocker arm, and the other end, close to the fourth shock absorber, of the upper rocker arm is connected with two ends of the active balance beam through the sliding hinge joint; and

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged to the chassis, the other end of each lower rocker arm is connected with the vehicle wheel, one end, close to the vehicle wheel, of each lower rocker arm is connected with the fourth shock absorber, and the driving balance beam, the upper rocker arm, the fourth shock absorber and the lower rocker arms are symmetrically arranged about the longitudinal axis of the vehicle body respectively.

4. An actively controlled stability vehicle, the vehicle comprising a chassis, a cabin, wheels and an active stabilizing device, the chassis being mounted below the cabin, the active stabilizing device being arranged on the chassis, wherein two of the wheels are connected to the active stabilizing device, the active stabilizing device comprising:

the driving unit is arranged on the chassis;

the two sliding rails are arranged on the bottom of the carriage or the chassis along the vertical downward direction;

the two sliding seats are arranged on the sliding rails and are in sliding fit with the sliding rails, and the sliding seats are hinged with one end of the active balance beam through a driving connecting rod;

one end of each fifth shock absorber is connected with the sliding seat; and

the two lower rocker arms are arranged along the direction which is horizontal and parallel to the longitudinal axis of the vehicle body, one end of each lower rocker arm is hinged to the chassis, the other end of each lower rocker arm is connected with the vehicle wheel, one end, close to the vehicle wheel, of each lower rocker arm is connected with the other end of the fifth shock absorber, and the driving balance beam, the sliding rail, the sliding seat, the fifth shock absorber and the lower rocker arms are symmetrically arranged about the longitudinal axis of the vehicle body respectively.

5. The active stability control vehicle of claim 4, wherein one end of the driving link is fixedly connected to or integrally formed with the sliding seat, the other end of the driving link is formed as a sliding joint, and two ends of the active balance beam are respectively formed as sliding grooves; or the other end of the driving connecting rod is formed into a sliding chute, and the two ends of the driving balance beam are respectively formed into sliding hinged joints; the sliding hinge joint is in sliding fit with the sliding groove; or the other end of the driving connecting rod is connected with the two ends of the driving balance beam in a matched mode through independent sliding hinge joints.

6. The active stability controlled vehicle of any one of claims 1-5, characterized in that the drive unit is a linear counterbalance drive, one end of which is hinged to the chassis and the other end of which is hinged to the active equalizer beam.

7. The actively stability controlled vehicle of any one of claims 1-5, characterized in that the drive unit is a balance drive, an output shaft of which is arranged in a direction horizontal and parallel to the longitudinal axis of the vehicle body, said output shaft being connected to the active balance beam at the point of articulation of the active balance beam with the chassis.

8. The active stability control vehicle of any one of claims 1-5, further comprising a drive system including a drive motor, a differential, a driveshaft, a front drive wheel, a rear drive wheel, and a drive belt, wherein the drive motor and the differential are disposed at a bottom of the chassis, and the drive motor is coupled to the differential; one ends of the two transmission shafts are respectively connected with the differential mechanism, and the other ends of the two transmission shafts are respectively connected with the front driving wheel; the rear driving wheel is arranged on the wheel and connected with the front driving wheel through a driving belt.

9. The active stability control vehicle of any one of claims 1-5, further comprising a steering device, the steering device comprising a steering wheel, a linkage assembly, a rack and pinion box, a steering pushrod, and a steered wheel bracket, the steering wheel being connected to the rack and pinion box through the linkage assembly, the rack and pinion box being connected to one end of the steering pushrod, the other end of the steering pushrod being connected to the steered wheel bracket, wherein one of the wheels is fixed to the steered wheel bracket through a second shock absorber; or the steering device comprises a steering wheel, a linkage assembly and a steering wheel support, the steering wheel is connected with the steering wheel support through the linkage assembly, and one of the wheels is fixed on the steering wheel support.

10. The active stabilization controlled vehicle of claim 9, wherein the wheels are three, a first wheel is located on the longitudinal axis of the body at one end of the vehicle, two second wheels are symmetrically disposed about the longitudinal axis of the body at the opposite end of the vehicle, the active stabilization device is connected to each of the second wheels, and the steering wheel is disposed near one end of the first wheel or near one end of the second wheel.

11. The actively controlled stability vehicle of any one of claims 1-5, further comprising a control device, the control device comprising:

a speed pedal and a brake pedal;

the wheel rotating speed sensor is arranged on the wheel to measure rotating speed data of the wheel in real time;

a vehicle body inclination angle measuring device that measures an actual lateral inclination angle of the vehicle in real time; and

and the balance controller calculates the expected inclination angle of the vehicle according to the rotating speed data of the vehicle and the rotating angle data of the steering wheel or the steering wheel bracket, and controls the output torque or the motion state of the active stabilizer according to the difference value of the actual transverse inclination angle data and the expected inclination angle data.