CN111348099A

CN111348099A - Multi-wheel vehicle with universal steering model controller and rear wheel vector control mechanism

Info

Publication number: CN111348099A
Application number: CN201811569217.9A
Authority: CN
Inventors: 刘海鹏
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-12-21
Filing date: 2018-12-21
Publication date: 2020-06-30

Abstract

A multi-wheel vehicle equipped with universal steering model controller and rear wheel vector control mechanism, there are two kinds of improvement examples to the improvement of the universal steering model controller, the first one is that the front axle is horizontal, use the cosine compensation of unilateral, the swing lever controls the bulb hand grip and controls the cosine and compensates the swing lever and compensates the concrete chute; the second one is that the front axle is horizontal, single-side cosine compensation, the control handle moves along the fixed sliding groove to drive the longitudinal sliding groove and the layer-penetrating bearing, the transmission proportion of the cut-off is changed in the deflection process of the reverse swing rod pushed by the standard sine connecting rod, and the cut-off longitudinal displacement is transmitted to the two-dimensional synthesis control arm through the sliding groove. The rotary connecting rod is used as an integrated comprehensive transmission part, the transverse rack displacement and the connecting rod axial displacement are controlled by rotation and length displacement respectively, and the swing rod deflection displacement is replaced by gear meshing rack displacement with a fixed proportion, so that sine and cosine two-dimensional coordinate transmission and control are realized. The vector linkage electronic control differential mechanism is installed in a matched manner. Its advantages are simple structure and low cost.

Description

Multi-wheel vehicle with universal steering model controller and rear wheel vector control mechanism

Technical Field

The invention relates to a multi-wheel vehicle provided with a universal steering model controller and a rear wheel vector control mechanism, which improves the universal steering model controller control mechanism and the rear wheel vector control mechanism used by the vehicle, belongs to the technical field of wheel steering control of land non-rail multi-wheel vehicles, and has a classification code of B62D 5.

Background

At present, in the steering technology of multi-wheel vehicles at home and abroad, the trapezoidal transmission compensation is mainly used for side wheel steering, and the trapezoidal transmission compensation and the microcomputer numerical control power-assisted steering are commonly used for rear wheel steering; however, trapezoidal steering belongs to an approximate steering technology, a steering effect curve in mathematical analysis of trapezoidal steering is only intersected and superposed with an ideal relationship 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 sideslip and steering wheel shake and click abnormal sound are caused; the novel 8 x 8 cross-country vehicle in China is honored by adopting a simplified crawler differential steering technology 'sliding steering', and is also honored by 'eight-section' reading type. The 'model control or remote control hydraulic transmission synchronous universal steering + full-time electronic differential off-road vehicle' is innovative and superior and is inevitable.

In the aspect of steering technology, the invention patent applications (application number 201410170960.2), (application number 201711406387.0) and the utility model patents (patent number ZL 201520206467.1), (patent number ZL 2017201709604.8), (application number 201821136752.0) which are already applied by the same inventor of the present application span across a mechanism transmission, a hydraulic transmission, an analog vector potential telewire control, a photoelectric grid numerical control difference feedback driving servo boosting force, and are matched with a vector linkage electronic regulation differential to form a vector control complete set technology. In 12.9.2018, the inventor published a paper on the fifteenth chinese scientist forum, which obtained the first-class prize of excellent paper, wherein the paper explicitly mentioned the generation of universal steering. However, the prior application emphasizes on a multi-wheel vehicle, and the final target vehicle type is positioned on the multi-wheel multi-axle vehicle, which has the defects of complex structure and high cost. The universal steering cosine compensation principle is applicable to all vehicles with driving shafts in the same row and more than two rows of steering wheels, including inverted tricycles, the largest market is four-wheel vehicles, and the replacement of trapezoidal steering in the market becomes a necessary option. The trapezoidal steering is simple and reliable to occupy the dominance of the market of the passenger vehicle, so that the universal steering needs to keep a mechanical transmission control steering mechanism to replace the trapezoidal steering, or the universal steering is used as a basic backup of a control system and participates in hydraulic transmission or simulation telecontrol redundancy design in all-wheel steering, which is a necessary technical condition for participating in the market competition of the passenger vehicle.

The prior application (application No. 201410170960.2, publication No. CN104670303A) describes: "tangent sliding groove method of single middle shaft swing lever". The gear controls the deflection of the single center shaft swing rod, the horizontal displacement J is generated at the middle point of the I-shaped swing rod, the transverse rod and the center shaft swing rod are in a vertical and longitudinal sliding connection relationship (note: a vertical sliding guide rail frame), a vertical sliding groove which moves synchronously along with the sinusoidal horizontal displacement is additionally arranged at the end points of two sides, the synchronous follow-up horizontal displacement is started from the steering shaft, the vertical sliding groove is connected with the middle point of the center shaft swing rod by a point with the length of a transverse, horizontal and vertical fixed edge, and two groups of transverse rods extend out from the connecting point of the center shaft swing rod, namely a vertical constraint deflection swing rod and a horizontal sliding sinusoidal sliding groove connecting rod. The image is like the shape of an I or a Wang. The tangent value of the deflection angle of the cross bar of the H-shaped swing rod is J/H, the longitudinal sliding displacement generated in the vertical sliding chute is J × M/H, the sliding intersection controls the steering shaft to compensate the over-axle vertical swing arm of the base line sliding chute in the shape of the H-shaped swing rod, the tangent value of the steering angle of the vertical swing arm is the common vertical sliding chute displacement/horizontal displacement J, and the tangent value is always M/H. In other words, the steering shaft's' shape compensation base line vertical swing arm is always tangent, belonging to geometric identity relation. The horizontal follow-up vertical sliding chute is called a common tangent sliding chute. In the design, a gear-operated sliding rod rack moves in a horizontal sliding groove, vertical sliding grooves are formed in two ends of the rack, a middle point bearing is connected with a horizontal swinging rod, and four rollers are used for clamping a middle shaft swinging rod on a horizontal lever frame in the middle point of the horizontal swinging rod to realize vertical constraint slidable connection. The displacement J of the frame steering center from the front axle H and the midpoint of the horizontal swing rod is regulated and controlled by random sliding along with the differential deflection of the gears at the two ends; all the wheels are additionally provided with steering shaft swing arm control disks, and key control points of the same row or same column of steering shaft swing arms are connected in series by connecting rods and swing rods, so that the steering shaft swing arm control disks of all the wheels are synchronously linked. The cosine values of the swing arms of the wheel steering shafts are synchronously displaced and transmitted in the same row, and an F-shaped (or a 'mu' -shaped stepped double connecting rod) connecting rod is used as a control layer; the sine value of the swing arm of the steering shaft of the wheel is synchronously displaced in the same row, and the other control layer is used. Two-layer transmission of two groups of sliding chutes (rods) respectively controls longitudinal cosine and transverse sine coordinates, and vertical sliding chute crossing position points of two control layers are key control coordinate points for controlling the swing arms of the steering shafts of the wheels, after the key control coordinate points of four corners are determined, the key control coordinate points are connected into a grid by equidistant parallel connecting rods and linear swing rods, and the steering of all the wheels is controlled in a two-dimensional coordinate mode. "; the sine proportional oscillating bar and the cosine proportional oscillating bar are mutually vertical, and a deflection transmission vertical frame in motion is formed by taking the middle axis sine proportional oscillating bar as a symmetrical axis, and is called a steering oscillating bar frame. "; the assisting force can be used for driving a piston cylinder by a pressure sensitive resistor, an electric gear, a rack or a turbine, a rack, and also can be used for driving a pressure sensitive resistor, a relay, a hydraulic valve and hydraulic transmission. "

In the previous application (patent No. 201520206467, publication No. CN204623555U), the transmission mechanism of the sine proportional distributor with the middle shaft swing rod is complex, divided into six layers, occupying large space and affecting the implementation and installation.

Now, in order to avoid the swing rod and the sine ratio divider, the inventor provides an improved design scheme of the universal steering control mechanism.

Disclosure of Invention

The invention aims to provide a multi-wheel vehicle provided with a universal steering model controller and a rear wheel vector control mechanism, wherein the improved front universal steering model controller can simultaneously control the rear wheels to participate in steering in full time or time sharing and simultaneously control vector linkage electronic regulation and control of differential speed. The problems of complex structure and high cost in the prior art are solved.

The technical scheme includes that a multi-wheel vehicle provided with a universal steering model controller and a rear wheel vector control mechanism comprises a vehicle body frame and wheels, at least one wheel is mounted on the front and the rear sides of the vehicle body frame, each wheel is connected with the vehicle body frame through a double-wishbone suspension and is connected with the vehicle body frame through a two-dimensional universal steering link, a main steering wheel is mounted in the middle of the front end of the vehicle body frame, a power device is mounted in the middle of the vehicle body frame, the output end of the power device is connected with a front shaft differential mounted between two driving half shafts through a central differential or a divider, and is in transmission connection with a rear shaft differential mechanism mounted on a rear vehicle shaft, a cosine swing link is mounted in a cosine swing angle control slide block, a cosine swing link is connected with a cosine swing link, a cosine swing link is mounted in a cosine swing angle control slide rod, a cosine swing link, a cosine swing angle compensation control lever is also corresponds to a cosine swing link, a cosine swing angle, a cosine swing link, a cosine swing angle, a horizontal swing angle, a.

The control method is characterized in that a mechanical steering transmission connection mode between a front shaft and a rear shaft and between coaxial left and right wheels is realized by a rotary connecting rod, a front shaft universal steering model controller and a reversing gear plate steering model controller are connected along the direction of an axle driving shaft, the direction of the front shaft universal steering model controller and the reversing gear plate steering model controller is added, the front shaft universal steering model controller and the reversing gear plate steering model controller are arranged in an I-shaped layout, an inner layer and an outer layer are nested and rotate, an outer sleeve rotary transmission replaces a swing rod vertical frame to deflect, a shaft core rotary transmission steering wheel steering angle α and a standard cosine and a standard sine are connected with input shafts of the front shaft universal steering model controller and the reversing gear plate steering model controller, a shaft core rotary connecting rod utilizes a rotary bevel gear to be connected with input shafts of the front shaft universal steering model controller and the reversing gear plate steering model controller, the main steering wheel and a steering angle α are synchronously transmitted to input shafts of the front shaft universal steering model controller and the reversing gear plate steering model controller, the swing rod generates a standard cosine and a standard sine rack, drives a slider bearing, the whole cosine chute beam frame to move longitudinally, the swing rod or a sine slider to drive a sine slider to move transversely, the swing rod or a sine slider to move transversely, the front link through a sliding rack, the two sets a sliding rack bar, the corresponding to a control guide rail, the steering rack bar, the shift control mechanism, the steering mechanism is connected with a steering rack bar, the steering mechanism is connected with a steering mechanism, the steering mechanism is connected with a steering mechanism, the rack bar.

In order to reduce the steering load of the steering wheel, make it light and flexible, and reduce the abrasion of the transmission mechanism, the steering control assist force is divided into a linear reciprocating assist force and a circular rotating assist force, the linear reciprocating assist force, on a through-layer slider bearing (201) of a steering wheel radius swing rod (21) connected with a cosine sliding beam (4), a sine connecting rod (5) or a sine sliding chute (115), four load contact surfaces are divided into two groups according to the longitudinal direction and the transverse direction, pressure sensitive resistance strain gauges are installed on the load contact surfaces on the front side and the rear side of the transverse group, the four load contact surfaces are respectively connected with a power-assisted control circuit, linear reciprocating hydraulic power assistance (or electric gear rack and electric lead screw power assistance) is controlled according to negative feedback servo control to directly act on the cosine sliding beam (4), and forward and backward power assistance movement is controlled until the pressure loads born by the corresponding front side pressure sensitive resistance strain gauges and the corresponding rear side pressure sensitive resistance strain gauges are reduced to be balanced; pressure sensitive resistance strain gauges are arranged on the load contact surfaces on the left side and the right side of the longitudinal group, the pressure sensitive resistance strain gauges are respectively connected with a power-assisted control circuit, linear reciprocating hydraulic power assistance (or electric gear rack and electric lead screw power assistance) is directly acted on a sinusoidal connecting rod (5) or a sinusoidal sliding chute (115) according to negative feedback servo control, and the movement of the left power assistance and the right power assistance is controlled until the pressure loads born by the corresponding left pressure sensitive resistance strain gauge and the right pressure sensitive resistance strain gauge are reduced to be balanced; the circular rotation power assisting device is characterized in that pressure sensitive resistance strain gauges are inserted into load contact surfaces on two sides of a slider bearing (110) sleeved with a key control point bearing (Gi) and a vector control arm sliding groove (102), the pressure sensitive resistance strain gauges are respectively connected with a power assisting control circuit, and the circular rotation power assisting device controls the hydraulic power assisting (or electric scroll bar and electric gear power assisting) of a rotation swing blade oil cylinder or a gear pump to directly act on an output shaft (109) of a model controller or an entity steering shaft disc (54) according to negative feedback servo.

A control system for a steering model of a bevel gear is characterized in that a reversing gear plate of a rear shaft is connected with a steering model controller of a rear shaft, an inter-shaft transmission rotating connecting rod is driven by a vertical bevel gear to transmit rotation of a shaft core and rotation of an outer sleeve to a rear shaft transmission rotating connecting rod, a shaft core rotation transmission steering wheel steering angle α is directly connected with an input shaft of the rear shaft model controller, deflection sine displacement of a vertical frame of a swing rod transmitted by a rotating connecting rod outer sleeve is transmitted by a gear mesh rack with a corresponding proportion of an outer peripheral circle radius H, sine displacement of a front shaft is standard sine displacement, standard sine displacement needs to be superposed or offset with deflection sine displacement in the rear shaft model controller of the rear shaft, the actual sine displacement sin β R of the rear shaft can be obtained, the transmission connection is that the rotating connecting rod is arranged on the rear shaft, the bevel gear is vertically connected with a bevel gear of a transverse rotating connecting rod according to a ratio of a horizontal rotating link rod, a sliding rack of a rotating link rod is driven by a vertical bevel gear rack of a vertical bevel gear, a rotating rack is connected with a standard rotating rack, a rotating rack is connected with a rotating rack, a rack is connected with a rotating rack, a rotating rack, a rotating rack is connected with a rack, a rotating rack, a rack is connected with a rotating rack, a rack rotating control rack is connected with a rack rotating control rack, a rack is connected with a rack, a rack rotating control rack, a rack is connected with a rack, a rack is connected with a rack, a rack is connected with a rotating control rack, a rack is connected with a rack, a rotating control rack, a rack rotating control rack is connected with a rack, a rack is connected with a rack, a rack.

The differential speed is regulated and controlled by utilizing the vector potential linked with a steering mechanism, one side of each vector control swing arm sliding chute (or sliding guide rail sliding rod) corresponding to each wheel driving half shaft is respectively provided with a group of sliding resistance potentiometers, a key control point bearing drives a sliding resistance potentiometer electrode brush to displace along the vector control swing arm sliding chute (or sliding guide rail sliding rod), the sliding resistance potentiometers corresponding to the four wheels have different attachment and installation positions, the sliding resistance potentiometers corresponding to the left front wheel are fixed according to the standard radius because the sliding resistance potentiometers corresponding to the left front wheel are constantly equal to the standard radius, the output electrode of the electrode brush is fixed at any position, the sliding resistance potentiometers corresponding to the right front wheel, the left rear wheel and the right rear wheel are respectively arranged along one side of the vector control swing arm sliding chutes (or sliding guide rail sliding rods) of the left rear wheel and the right rear wheel, and the key control point bearing drives, acquiring target potentials of respective driving half shafts; the high-voltage potential end which is 2 times of the average vehicle-measured driving potential is arranged at the position 2 times of the standard radius r, the electrode brush obtains the target driving potential of the driving half shaft of the corresponding wheel, the target driving potential is monitored by the double-circuit diode potential balance comparison circuit and compared with the actual driving speed measuring potential, the difference signal is amplified and then the servo driving differential actuating mechanism is controlled, and the instantaneous speed of the driving half shaft of the corresponding wheel is electronically regulated and controlled.

The invention has the advantages that: the standard sine proportion generated by a middle shaft swing lever and a steering wheel of the prior application (application No. 201410170960.2, publication No. CN 104670303A; patent No. 201520206467, publication No. CN204623555U) is distributed to control the deflection of a middle shaft swing rod, so that the deflection of the whole swing rod frame is controlled, and the method is improved into the method of regulating and controlling the transmission proportion of a T-shaped vertical reverse swing rod to regulate the deflection gradient of the swing rod frame and avoid the proportion distribution link in which the middle shaft swing lever participates. The rotation of the rotary connecting rod drives the rack transmission to replace swing rod radial prying transmission. The structure is simplified, the cost is reduced, the mechanical transmission is mainly used, the safety and the reliability are guaranteed, the differential speed is regulated and controlled by the steering linkage vector potential, the steering and the differential speed management are consistent and coordinated forever, and the stability of the vehicle body is improved. Flexibly and omnidirectionally steering at low speed to complete the task which cannot be completed by trapezoidal steering; the steering angle is limited at high speed, the front wheels and the rear wheels steer in the same direction, and the pendulum is bent over to prevent side turning.

Drawings

FIG. 1 is a schematic view showing the overall structure of a first embodiment of the present invention (a layout using a first type of front axle transverse steering model controller and a rotary link and its driving differential transmission mechanism);

FIG. 2 is a schematic 3D structure diagram of a combination of a second embodiment of the universal steering model controller for a front axle and a frame of the vehicle (only the outline and input and output shafts are shown);

FIG. 3 is a schematic structural diagram of a second front axle universal steering model controller (the control mode is modified to move the control handle 113 along the straight fixed sliding chute 112, and the intercept ratio is changed from the deflection process of the reverse swing rod pushed by a standard sine to control the cosine compensation transmission ratio);

FIG. 4 is a 3D vertical section view of the integrated transmission rotary connecting rod of the present invention (vertical deflection displacement and connecting rod axial displacement are respectively transmitted by using the rotation of the inner and outer sleeves, length displacement, etc., standard sine, cosine and swing link frames are deflected and transmitted to the corresponding positions of each steering shaft, and the two-dimensional displacement is restored in the model controller and then synthesized into a key control point bearing Gi);

fig. 5 is a schematic 3D structure diagram (two-dimensional displacement restoration, control of key control point bearing Gi) of the reverse gear version steering model controller (P10-1) mounted on the rear axle in the present invention.

Detailed Description

Referring to fig. 1-5, the true topic construction of the present invention is illustrated as follows:

the system is characterized in that a vehicle with two or more rows of wheels involved in steering is provided with a mechanical universal steering gear and a front wheel drive in a common state, a rear wheel time-sharing involved in steering, a rear wheel drive can be a full-time drive or a time-sharing drive, a universal steering gear controller P10 is mounted at a front axle position, is laid out laterally along a front axle, and is combined with a left wheel column, a master steering wheel 2 direction column is directly connected with and controls a left front wheel, only a cosine compensation is performed on a right wheel, a swing rod ball handle 13v slides in a chute Fv, a swing rod 13 is controlled and is connected with and controls a swing rod 6B, a right compensation chute SW is controlled, a left cosine compensation control mechanism is omitted, two typical improved examples of a universal steering gear controller with a grid inversion control model controller, the first example is a steering gear controller in a front application, and a right wheel steering spindle reversing gear, and a reverse steering rack bar controller is formed under proportional distribution conditions that the proportional distributor controller forms a rear wheel steering shaft, a rear steering spindle reversing gear, a reverse steering rack reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing gear, a reversing.

The turning link controller is used for a mechanical turning transmission connection mode between a front shaft and a rear shaft and between wheels on the left side and the right side, and is characterized in that a front shaft universal steering model controller P10 and a turning gear plate turning model controller P10-1 are connected along the running direction of an axle driving shaft, an inner layer and an outer layer are nested and rotate, an outer sleeve rotation transmission replaces swing rod vertical frame deflection, a shaft core rotation transmission steering angle α and a standard cosine and standard sine are connected with a turning gear plate controller 133, a turning gear plate turning model controller utilizes a turning gear plate turning model controller 131, a turning gear plate turning model controller 2, a turning gear plate turning model controller P10, a turning gear plate turning model controller P10-1 to be connected with a turning gear plate turning model controller 202, a turning gear plate turning model controller, and a turning gear plate turning model controller 2, a turning gear plate turning model controller P5639, a turning model controller P α, a turning gear plate turning model controller P26, a turning gear plate turning model controller is connected with a turning gear plate turning plate, a turning plate turning gear plate turning gear plate, a turning plate turning gear plate turning mechanism, a turning gear plate turning mechanism is a turning gear plate turning mechanism, a turning gear plate turning mechanism, a turning mechanism is a turning gear plate turning mechanism, a turning gear plate turning mechanism, a turning mechanism turning gear plate turning mechanism, a turning mechanism, a turning mechanism turning a turning mechanism turning a turning mechanism turning a turning mechanism turning a turning mechanism turning a turning mechanism turning.

The controller is a controller for a reverse gear version steering model controller P10-1, the controller for an inter-axle transmission rotating link reverse gear version steering model controller 137 is a controller for a reverse gear version steering model controller, the controller for an inter-axle transmission rotating link reverse gear version steering model controller is a controller for a reverse gear version steering model controller, the controller for a reverse gear version steering model controller is a controller for a reverse gear version steering model controller 139, the controller for a reverse gear version steering model controller is a controller for a reverse gear version steering model controller, the controller for a reverse gear version steering model controller is a controller for a reverse gear version steering model, the controller for a reverse gear version steering model controller is a controller for a reverse gear version steering rack gear version steering model, the controller for a reverse gear version steering rack profile of a reverse gear version steering model, the controller for a reverse gear profile of.

The reverse gear version steering model controller 100 of the reverse gear version steering model controller of the reverse gear version of the vector control swing arm sliding groove corresponding to each wheel drive half shaft or one side of the reverse gear version steering model controller (102) of the sliding guide rail sliding rod are respectively provided with a group of sliding resistance potentiometers, the reverse gear version steering model controller Gi of the reverse gear version steering model controller of the key control point bearing drives the sliding resistance potentiometers to reverse the gear version steering model controller 100 of the reverse gear version steering model controller to reverse the gear version steering model controller 102 of the reverse gear version steering model controller along the vector control swing arm sliding groove or the sliding guide rail sliding rod to reverse the gear version steering model controller to displace, the attachment positions of the reverse gear version steering model controllers of the reverse gear version steering model controller 100 of the reverse gear version steering model controller of the sliding resistance potentiometers corresponding to the four wheels are different, the sliding resistance potentiometer corresponding to the left front wheel reverses the gear plate and turns to the model controller 100, and reverses the gear plate and turns to the model controller because of being equal to the standard radius constantly, the electrode brush output pole is fixed according to the standard radius, the sliding resistance potentiometer is fixed in any place, right front wheel, left rear wheel, the reverse gear version steering model controller 100 of the reverse gear version steering model controller of the sliding resistance potentiometer corresponding to each right rear wheel is installed along one side of the reverse gear version steering model controller 102 of the reverse gear version steering model controller of the swing arm sliding chute reverse gear version steering model controller or the reverse gear version steering model controller of the sliding guide rail sliding rod reverse gear version steering model controller of the left rear wheel and the right rear wheel, a key control point bearing reverse gear version steering model controller Gi reverse gear version steering model controller drives a sliding electrode brush to obtain target potentials of each driving half shaft; the high-voltage potential end which is 2 times of the average vehicle-measured driving potential is arranged at the position 2 times of the standard radius r, the electrode brush obtains the target driving potential of the driving half shaft of the corresponding wheel, the target driving potential is monitored by the double-circuit diode potential balance comparison circuit and compared with the actual driving speed measuring potential, the difference signal is amplified and then the servo driving differential actuating mechanism is controlled, and the instantaneous speed of the driving half shaft of the corresponding wheel is electronically regulated and controlled.

Finally, the swing link frame deflection state is described vividly, namely, the axle center of a key control point G of the left front wheel, other key control points and the whole swing link frame are twisted, and the twisting gradient and angle are determined by binary control of a swing lever ball head brake handle 13v (or a control handle 113) and a standard sine value of a steering wheel 2.

The most valuable characteristic of trapezoidal turning is mechanical transmission, which is simple and reliable. Then, the universal steering technology must also be as close as possible to this technology. For this purpose, the invention takes measures that, from the simplest version, the rear wheels do not turn, and another application is applied for the author; secondly, the steering model control described in the original application is horizontally arranged at the front shaft position, a swing rod ball head handle 13v is used for controlling a middle shaft swing rod in the reversing swing rod version steering model controller and vertically connecting and controlling a cosine compensation swing rod (6B), and the gradient of a right side compensation chute SW is controlled, so that the cosine compensation control is completed while the installation space is saved; thirdly, a middle shaft swing rod in the previous application by the same inventor is bypassed to participate in proportion distribution, the transmission ratio (M/(H-H0)) of a cosine compensation inversion swing rod is directly regulated and controlled by utilizing the mutual assistance control relationship between a vertical swing rod frame and a connecting rod frame in the previous application, so that the aim of regulating and controlling the movement of a frame steering center H0 is fulfilled, the original proportion distributor is a six-layer transmission machine, the control fixed chute 112 and the control handle 113 can be additionally arranged only on the basis of a model controller which does not steer a rear wheel of an inversion swing rod plate, the control can be realized, and the control machine is obviously simplified, so the application has certain innovativeness; the control of the deflection of the original vertical swing rod frame is converted into the rotation angle control of the rotary connecting rod by matching with an integrated comprehensive transmission rotary connecting rod, the longitudinal and transverse rotary connecting rods in the H-shaped or Wang-shaped layout in a front-axle universal steering model controller P10 and an inverted gear plate steering model controller P10-1 restore the rotation into rack and pinion displacement to replace the deflection displacement of the vertical swing rod frame, so that the vertical swing rod frame becomes a mechanical integrated redundant backup partner of wire-controlled steering controlled by an ECU (electronic control Unit), the space is saved, the safety and the reliability are improved, the practicability is improved, and the multi-axle steering transmission is controlled. The mechanical transmission of the front wheel can realize large-angle conventional steering, and the rear wheel can realize time-sharing steering; the power assisting device only compensates the cosine of the right side, compensates the displacement to control the rotating angle of the rotating connecting rod, and transmits the angle to the rear wheel, so that the power assisting device realizes the mechanical transmission vertical frame power assisting which is applicable to the installation space, and is safer and more reliable, has large-angle flexible steering, saves energy and is environment-friendly. As pure mechanical transmission, the hydraulic transmission and vector potential simulation telex control device can be matched with hydraulic transmission and vector potential simulation telex control of the previous application, is designed in a redundancy mode, and is backup for each other. Although the vertical suspension in the utility model (patent No. 201520206467.1) is not necessarily practical, two points are often used, one is that the intermediate gear is extended to the transverse gear transmission shaft, the output bearing of the model controller is connected with the solid steering shaft through the transverse gear transmission shaft, the transmission gear can be converted into a bevel gear, and the meshing position of the bevel gear of the driving shaft and the bevel gear of the wheel hub shaft is the grounding point of the tire to the connecting line between the cross point of the wheel hub shaft and the axle core of the steering shaft.

Claims

1. A multi-wheel vehicle provided with a universal steering model controller and a rear wheel vector control mechanism comprises a vehicle body frame (15) and wheels (18), wherein at least one wheel (18) is respectively arranged on the front side and the rear side of the vehicle body frame (15), each wheel (18) is respectively connected with the vehicle body frame (15) through a double-wishbone suspension (AA), a main steering wheel (2) is arranged in the middle of the front end of the vehicle body frame (15), a power device is arranged in the middle of the vehicle body frame (15), the output end of the power device is in transmission connection with a front axle differential (95-2) arranged between two driving half shafts (93) and a rear axle differential (95-3) arranged on a rear vehicle shaft through a central differential or a transfer case (95-1), a front axle universal steering model controller (P10) is arranged in the middle of the front end of the vehicle body frame (15), a direction column of the main steering wheel (2) is directly connected with a left front steering wheel disc (54) through a gear transmission shaft (53), a cosine steering model controller (P382) is input into the front steering model controller (P10) and a rear wheel vector control mechanism, and a left steering wheel (3) and a right universal steering wheel (3) is connected with a left steering wheel (3) through a cosine steering wheel steering angle compensation control mechanism, a left steering wheel (3) and a left steering wheel (3) and a right steering wheel steering angle compensation control link (3) through a left steering wheel (3) and a left steering wheel;

the system is characterized in that the front-axle universal steering model controller (P10) comprises two types of controllers, namely a front-axle universal steering model controller (10) is transversely arranged at a front axle position, a swing rod ball handle (13 v) slides in a chute (Fv) when a swing rod moves along a horizontal direction, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod, a swing rod swing.

2. The multi-wheel vehicle with universal steering model controller and rear wheel vector control mechanism according to claim 1 is characterized in that the mechanical steering transmission connection between the front shaft and the rear shaft and between the coaxial left and right wheels is realized by rotating connecting rods, the universal steering model controller (P10) and the reversing gear version steering model controller (P10-1) are connected along the driving shaft direction of the axle, the trend in the steering model controller is in an I-shaped layout overall, the inner and outer layers are nested and rotate, the outer sleeve rotating transmission replaces the swing rod vertical frame deflection, the steering angle α of the axle core rotating transmission steering wheel and the standard cosine and standard sine are connected, the axle core rotating connecting rod (133) is connected with the input shaft (202) of the front shaft universal steering model controller (P10) and the reversing gear version steering model controller (P10-1) by rotating bevel gear wheel(s) by the rotating bevel gear(s) and the sine and cosine gear shifting rack and pinion(s) through the rotating bevel gear wheel(s) and the rotating bevel gear wheel(s) (P) and the rotating bevel gear shifting rack and rotating bevel gear shift lever), the rotating bevel gear shifting rack and rotating gear shifting rack rotating mechanism (P) are connected with the rotating mechanism(s) (117) and the rotating bevel gear shifting rack rotating mechanism(s) (117), the rotating bevel gear shifting rack rotating mechanism(s) and transverse link rotating mechanism(s) (117), the rotating bevel gear shifting rack rotating mechanism(s) (21) and transverse link rotating mechanism(s) (the rotating bevel gear shifting mechanism(s) are connected with the rotating bevel gear shifting mechanism(s) and transverse link rotating bevel gear shifting mechanism(s) and transverse gear shifting mechanism(s) (the rotating mechanism(s) and transverse link rotating mechanism(s) (the rotating mechanism(s) (150) and transverse link rotating mechanism(s) (the rotating bevel gear shifting mechanism(s) (the rotating mechanism) and transverse link rotating mechanism(s) (the rotating bevel gear shifting mechanism) and transverse link rotating mechanism(s) (the rotating mechanism) and transverse link rotating mechanism(s) (the rotating mechanism) are connected with the rotating bevel gear shifting mechanism(s) (the rotating mechanism) and transverse gear shifting mechanism(s) (the rotating bevel gear shifting mechanism(s) (the rotating mechanism(s) and transverse link rotating bevel gear shifting mechanism(s) (the rotating mechanism) and transverse link rotating mechanism(s) and transverse gear shifting mechanism(s) and transverse link rotating mechanism(s) (the rotating mechanism(s) and transverse link rotating mechanism(s) (n) and transverse link rotating mechanism(s) and transverse link rotating mechanism (21) and transverse link rotating mechanism(s) (n) and transverse link rotating.

3. The multi-wheel vehicle provided with the universal steering model controller and the rear wheel vector control mechanism according to claim 2 is characterized in that in a reversing gear version steering model controller (P10-1) of a rear axle, inter-axle transmission rotating connecting rods (137) are directly driven by vertical bevel gears to transmit rotation of an axle core and rotation of an outer sleeve to a rear axle transmission rotating connecting rod (139), an axle core rotation transmission direction disk steering angle α is directly connected with an input shaft of a rear axle model controller, swing rod vertical frame deflection sine displacement transmitted by an outer sleeve of the rotating connecting rods (137) is transmitted by a gear meshing rack with a corresponding proportion of H outside diameter of a gear, sine displacement of a front axle is standard sine displacement, in a rear axle model controller, standard sine displacement needs to be superposed or offset with deflection displacement of a deflection link in the rear axle model controller, actual cosine sine displacement sin β R of a rear axle can be obtained after the sine displacement of a sine rotating link is superposed with the deflection link displacement of a sine rotating link, or offset of a sine rotating link, a standard rotating link, a rotating guide rail.

4. The multi-wheel vehicle equipped with the universal steering model controller and the rear wheel vector control mechanism according to claim 2, wherein a differential speed is controlled by using a vector potential linked with the steering mechanism, one side of each vector control swing arm chute or sliding guide rail sliding rod (102) corresponding to each wheel driving half shaft is respectively provided with a group of sliding resistance potentiometers (100), a key control point bearing (Gi) drives an electrode brush of the sliding resistance potentiometer (100) to displace along the vector control swing arm chute or sliding guide rail sliding rod (102), the sliding resistance potentiometers (100) corresponding to four wheels have different attachment positions, the sliding resistance potentiometer (100) corresponding to the left front wheel is constant at a standard radius, the output electrode of the electrode brush is fixed according to the standard radius, the sliding resistance potentiometer is fixed at any position, the sliding resistance potentiometers (100) corresponding to the right front wheel, the left rear wheel and the right rear wheel respectively are fixed along the left rear wheel, A vector control swing arm sliding groove of the right rear wheel or one side of a sliding guide rail sliding rod (102) is installed, a key control point bearing (Gi) drives a sliding electrode brush to obtain target potentials of respective driving half shafts; the high-voltage potential end which is 2 times of the average vehicle-measured driving potential is arranged at the position 2 times of the standard radius r, the electrode brush obtains the target driving potential of the driving half shaft of the corresponding wheel, the target driving potential is monitored by the double-circuit diode potential balance comparison circuit and compared with the actual driving speed measuring potential, the difference signal is amplified and then the servo driving differential actuating mechanism is controlled, and the instantaneous speed of the driving half shaft of the corresponding wheel is electronically regulated and controlled.

5. The multi-wheeled vehicle equipped with the universal steering model controller and the rear wheel vector steering mechanism as claimed in claim 1, it is characterized in that the steering control power assistance is divided into linear reciprocating power assistance and circular rotating power assistance, the linear reciprocating power assistance is, on a through-layer slider bearing (201) of a steering wheel radius swing rod (21) connected with a cosine sliding beam (4), a sine connecting rod (5) or a sine sliding chute (115), four load contact surfaces are divided into two groups according to the longitudinal direction and the transverse direction, pressure sensitive resistance strain gauges are installed on the load contact surfaces on the front side and the rear side of the transverse group, the four load contact surfaces are respectively connected with a power-assisted control circuit, linear reciprocating hydraulic power assistance (or electric gear rack and electric lead screw power assistance) is controlled according to negative feedback servo control to directly act on the cosine sliding beam (4), and forward and backward power assistance movement is controlled until the pressure loads born by the corresponding front side pressure sensitive resistance strain gauges and the corresponding rear side pressure sensitive resistance strain gauges are reduced to be balanced; pressure sensitive resistance strain gauges are arranged on the load contact surfaces on the left side and the right side of the longitudinal group, the pressure sensitive resistance strain gauges are respectively connected with a power-assisted control circuit, linear reciprocating hydraulic power assistance (or electric gear rack and electric lead screw power assistance) is directly acted on a sinusoidal connecting rod (5) or a sinusoidal sliding chute (115) according to negative feedback servo control, and the movement of the left power assistance and the right power assistance is controlled until the pressure loads born by the corresponding left pressure sensitive resistance strain gauge and the right pressure sensitive resistance strain gauge are reduced to be balanced; the circular rotation power assisting device is characterized in that pressure sensitive resistance strain gauges are inserted into load contact surfaces on two sides of a slider bearing (110) sleeved with a key control point bearing (Gi) and a vector control arm sliding groove (102), the pressure sensitive resistance strain gauges are respectively connected with a power assisting control circuit, and the circular rotation power assisting device controls the hydraulic power assisting (or electric scroll bar and electric gear power assisting) of a rotation swing blade oil cylinder or a gear pump to directly act on an output shaft (109) of a model controller or an entity steering shaft disc (54) according to negative feedback servo.