CN114148441A - Dynamic balance car with wheels arranged in cross shape - Google Patents
Dynamic balance car with wheels arranged in cross shape Download PDFInfo
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- CN114148441A CN114148441A CN202111474646.XA CN202111474646A CN114148441A CN 114148441 A CN114148441 A CN 114148441A CN 202111474646 A CN202111474646 A CN 202111474646A CN 114148441 A CN114148441 A CN 114148441A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
- B62K5/01—Motorcycles with four or more wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62H—CYCLE STANDS; SUPPORTS OR HOLDERS FOR PARKING OR STORING CYCLES; APPLIANCES PREVENTING OR INDICATING UNAUTHORIZED USE OR THEFT OF CYCLES; LOCKS INTEGRAL WITH CYCLES; DEVICES FOR LEARNING TO RIDE CYCLES
- B62H1/00—Supports or stands forming part of or attached to cycles
- B62H1/10—Supports or stands forming part of or attached to cycles involving means providing for a stabilised ride
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K25/00—Axle suspensions
- B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K2204/00—Adaptations for driving cycles by electric motor
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
The invention discloses a dynamic balance vehicle with wheels arranged in a cross shape, and belongs to the field of vehicles. According to the dynamic balance vehicle with the cross-shaped wheels, the side wheels are arranged at different positions between the front wheels and the rear wheels, so that static and dynamic safety performances of the vehicle are considered and harmonized, and further optimization is performed on the basis, so that the dynamic balance vehicle has better fault-tolerant characteristics than the dynamic balance vehicle with the three wheels, namely the positive three wheels and the reverse three wheels, and has better safety; meanwhile, the layout of the cross wheels enables a direct steering system to be continuously used in the vehicle, and the hysteresis-free efficient steering function of the dynamic balance vehicle is realized by a very simple and economic means, so that the stability of the dynamic balance of the vehicle is fundamentally ensured; in addition, the characteristics of compact structure, small turning radius and the like of the crossed arrangement of the wheels enable the dynamic balance vehicle of the crossed arrangement of the wheels to become a small-sized city commuting tool with higher safety, practicability and economy.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a dynamic balance vehicle with wheels arranged in a cross shape.
Background
The prior small electric vehicle or motorcycle mainly has the following problems: firstly, although the small-sized two-wheeled vehicle is flexible and compact and has good dynamic balance characteristic, the small-sized two-wheeled vehicle cannot be totally closed, and the problems of wind, rain and cold prevention cannot be fundamentally solved; and the two-wheel system has poor anti-skid (braking) capability, particularly anti-sideslip (braking stability), and low safety factor. Secondly, although the small three-wheel or four-wheel vehicle can adopt a fully-closed carriage, the braking performance is enhanced, if the speed is high, the vehicle is easy to turn over, if the vehicle cannot turn over quickly, the vehicle width needs to be increased, and the advantages of compactness and flexibility are lost, so that the conventional small three-wheel or four-wheel vehicle cannot be too high in speed, and the size in the width direction is more than 1 meter, so that the applicable crowd and occasions of the small three-wheel or four-wheel vehicle are greatly limited.
Chinese patent No. ZL201480067213.4 discloses a "vehicle with tilting frame", the tilting frame 2 of which can tilt relative to the main frame 1 and has a tilting axis 35 (the reference numerals in patent No. 201480067213.4 are used here), but this patent application discloses a vehicle, the tilting of the body frame of which is related to the steering of the vehicle, i.e. the actuation of the track rod 7 has two factors: tilting of the tilting frame 2 and rotation through the axis 59; thus, the tilting of the vehicle affects the steering of the vehicle, whereas the steering movement of the vehicle also affects the tilting of the vehicle body. It is known from the dynamic balancing principle of two-wheeled vehicles that the tilting and steering of the vehicle body are separate and irrelevant, otherwise the vehicle body cannot achieve dynamic balancing. Therefore, the patent application cannot achieve a dynamic balance state like a two-wheel vehicle.
Chinese patent application No. 201610157690.0 discloses "a forced control frame and wheel automatic balance mechanism for motor tricycle", its balance mechanism divides the car into two parts front and back, and the front part contains the front wheel, and the rear portion contains the rear wheel, and whole front portion is connected with the rear portion through "frame connecting bearing group", and the front portion can be relatively the rear portion around the axis swing of bearing like this, and this patent application has two characteristics: firstly, the balance side inclination is forcibly controlled; the other is that during the tilting or swinging process of the vehicle body, the front wheel as the steering wheel swings along with the vehicle body in a tilting way, and as all the wheels are always grounded, the wheels tilt along with the swinging as a result of the swinging. Neither of these features can create the destabilizing swing or tilt required for dynamic balance similar to a two-wheel vehicle, and therefore it cannot create a dynamic balance state similar to a two-wheel vehicle.
The patent "a man-machine combination balance car" (patent No. 201922148722.2) proposes a solution combining the advantages of two-wheel vehicles and three/four-wheel vehicles, i.e. using the driving balance principle of two-wheel vehicles to drive three-wheel or four-wheel vehicles (herein, such vehicles are called dynamic balance cars). However, in this patent application, although the human-machine combination balance car capable of being used in four-wheel structure is mentioned, there is no wheel on the car body, the car body is connected with the front and rear chassis of the car through the front and rear swinging devices, but the front wheels need to be steered, if the steering scheme is not changed, the two front wheels will rotate around the center of their connecting line, rather than the two wheels rotate around their respective steering knuckles independently, as a result, the front two wheels are substantially a super-wide single wheel, the front swinging center is still on the ground, which is equivalent to the range of the positive three wheels, therefore, the application of this patent in the practical application of four-wheel and reverse three-wheel is greatly limited.
It can be seen that the current dynamic balancing technology is only successfully applied to the positive tricycle substantially, and in view of the unique dynamic balancing characteristics of the dynamic balancing technology, the necessity of first examining needs before we are ready to extend the technology to the true reverse tricycle and quadricycle (front wheel non-integral steering). Because we can draw inferences from the dynamic balance theory of patent 201922148722.2 "a combined human and machine balance vehicle": the dynamic balance vehicle can always automatically enable the resultant force applied to the vehicle body in the driving process to pass through the swing axis, so that the chassis has the function of ensuring the stability of the swing axis, and the requirements can be met as long as the chassis is in area contact with the ground, and the requirements are irrelevant to the shape of the chassis in contact with the ground. The safety of the dynamic balance vehicle is analyzed under the condition of focusing on the inertia force, and the fact that the safety is not the case is found, and the positive three-wheel dynamic balance vehicle has better static safety but has inherent larger defects in braking safety (see details in the following description). Then, practical trials are carried out on the four-wheel dynamic balance vehicle with the front wheels steered in a non-integrated mode by adopting an indirect steering scheme with independent steering and swinging, and practical results show that: in the prior art, the hysteresis of the indirect steering has the most adverse effect on the stability of dynamic balance, so that the application of the dynamic balance technology to real inverted three-wheel and four-wheel vehicles is limited.
The form of the wheel cross arrangement looks very similar to the form of the traditional diamond arrangement, but after retrieval, the traditional diamond arrangement is mainly found to solve the problems of compact design and flexible turning of the vehicle chassis, and the starting point of the traditional diamond arrangement is different from that of the traditional diamond arrangement: the patent CN200310123893.0 "diamond electric vehicle" is an electric vehicle with diamond-shaped arranged wheels, the patent CN200510137683.6 "wheel configuration structure of four-wheel vehicle" has freely steered front wheels, rear wheels and two side wheels with driven steering and the wheels can be inclined, the patent CN200820161983.7 "four-wheel vehicle chassis" has leading front wheels, driven rear wheels and two side wheels, the patent CN201420312616.8 "an anhuan four-wheel vehicle" has wheels arranged in a nearly diamond shape and can be inclined, and the like, these patents use the four-wheel vehicle arranged in a rectangle as a contrast object, and highlight the technical advantages of compact structure and smaller turning radius of the diamond-shaped arrangement; the patent CN200510137683.6 "wheel configuration structure of four-wheel vehicle" is compared with a tricycle, which shows the advantages of the wheel configuration structure in terms of turning radius and anti-tip over capability (static stability safety factor SSF) relative to a tricycle, but the SSF has obvious defects in the evaluation of the anti-tip over capability of a dynamic balance vehicle in the driving process (see the following text for analysis); in addition, in the above patents, either no steering system is mentioned or the steering involved is an indirect steering system.
Disclosure of Invention
1. Technical problem to be solved by the invention
The invention aims to provide a dynamic balance vehicle with crisscross wheels, and by adopting the technical scheme of the invention, the position (the ratio of k to l is between 0 and 0.8) of the side wheels between the front wheels and the rear wheels in the crisscross arrangement of the wheels is controlled, so that the dynamic balance vehicle with crisscross wheels is well considered in the structural design of the vehicle and the static and dynamic (braking) safety performance of the vehicle, and a small-sized urban commuting tool which is safer, more reliable, higher in economical efficiency and more convenient to realize is obtained;
the invention also aims to solve the problem of how to realize the non-hysteresis high-efficiency steering by a simple and economic means when the dynamic balance technology is applied to the dynamic balance vehicle with more than three wheels; in addition, the cross-shaped layout of the wheels has the advantages of compact structure, small turning radius and the like, so that the practicability of the cross-shaped dynamic balance car is greatly improved.
2. Technical scheme
In order to achieve the purpose, the technical scheme provided by the invention is as follows:
the dynamic balance vehicle with the crisscross-shaped wheels comprises a swinging part of the vehicle and a non-swinging part of the vehicle, wherein the swinging part of the vehicle can swing along the vertical direction of the advancing of the vehicle relative to the non-swinging part of the vehicle, and the swinging is unstable swinging so as to realize dynamic balance during the driving process of the vehicle;
the whole dynamic balance vehicle comprises front wheels, side wheels and rear wheels, wherein the front wheels are arranged at the front part of the dynamic balance vehicle, the rear wheels are arranged at the rear part of the dynamic balance vehicle, and the side wheels are positioned between the front wheels and the rear wheels and are arranged at the left side and the right side of the dynamic balance vehicle to form a cross-shaped wheel arrangement structure; the distance between the axis of the front wheel and the axis of the rear wheel is l, the distance between the axis of the front wheel and the axis of the side wheel is k, and the ratio of k to l is 0-0.8, so that the braking safety as high as possible is obtained under the conditions of not influencing the dynamic balance of the vehicle and considering the static safety of the vehicle;
the swing part of the vehicle can stand in a dynamic balance state without any external force in the driving process, a main body which senses the dynamic balance state and then adjusts and maintains the dynamic balance state is a driver or an electronic balance control system, and the driver uses the self balance sensing and control action of a human body to enable the swing part of the vehicle to stand in the dynamic balance state in the driving process or the electronic balance control system to enable the swing part of the vehicle to stand in the dynamic balance state.
Furthermore, the swinging part of the vehicle is a vehicle body, the non-swinging part of the vehicle is a vehicle chassis, the connecting device of the vehicle body and the vehicle chassis is a swinging device, and the vehicle body is arranged on the vehicle chassis through the swinging device;
the front wheels are arranged on the vehicle body, the rear wheels and the two side wheels are arranged on the vehicle chassis, the front part of the vehicle body is supported by the front wheels in a grounding way, and the rear part of the vehicle body is supported by the vehicle chassis through the swinging device;
the vehicle body can swing relative to the vehicle chassis and the ground in the vertical direction of the vehicle advancing, so that the vehicle body can dynamically and balancedly stand on the vehicle chassis and the ground without any external force in the running process; the front wheels swing along with the swinging of the vehicle body, and the swinging of the vehicle body cannot generate the swinging or the inclination of the rear wheels and the side wheels relative to the ground.
Furthermore, the swinging part of the vehicle is a vehicle body, the non-swinging part of the vehicle is a vehicle chassis, the connecting device of the vehicle body and the vehicle chassis is a swinging device, and the vehicle body is arranged on the vehicle chassis through the swinging device;
the front wheels, the rear wheels and the two side wheels are all arranged on the chassis, and the vehicle body is completely supported by the chassis through the swinging device; the vehicle body can swing relative to the vehicle chassis in the vertical direction of the vehicle running, so that the vehicle body can dynamically and balancedly stand on the vehicle chassis without any external force in the running process; the swinging of the vehicle body does not generate swinging or inclination of any wheel relative to the ground;
the steering operation of the vehicle is sent out from the vehicle body, and the steering operation is realized by the steering wheel which is transmitted to the chassis through the steering transmission device, the steering transmission device is a device which enables the swinging of the vehicle body and the steering transmission of the vehicle not to be influenced mutually, the vehicle body can swing simultaneously in the steering transmission process, the steering transmission does not influence the swinging of the vehicle body, and the swinging of the vehicle body does not influence the steering transmission.
Furthermore, the swinging part of the vehicle is a vehicle body, the non-swinging part of the vehicle is a vehicle chassis, the connecting device of the vehicle body and the vehicle chassis is a swinging device, and the vehicle body is arranged on the vehicle chassis through the swinging device;
the rear wheels are arranged on the vehicle body, the front wheels and the two side wheels are arranged on the vehicle chassis, the rear part of the vehicle body is supported by the rear wheels through grounding, and the front part of the vehicle body is supported by the vehicle chassis through a swinging device;
the vehicle body can swing relative to the vehicle chassis and the ground in the vertical direction of the vehicle advancing, so that the vehicle body can dynamically and balancedly stand on the vehicle chassis and the ground without any external force in the running process; the rear wheels swing along with the swinging of the vehicle body, and the swinging of the vehicle body cannot generate the swinging or the inclination of the front wheels and the side wheels relative to the ground;
the steering operation of the vehicle is sent out from the vehicle body, and the steering operation is realized by the steering wheel which is transmitted to the chassis through the steering transmission device, the steering transmission device is a device which enables the swinging of the vehicle body and the steering transmission of the vehicle not to be influenced mutually, the vehicle body can swing simultaneously in the steering transmission process, the steering transmission does not influence the swinging of the vehicle body, and the swinging of the vehicle body does not influence the steering transmission.
Furthermore, the front wheels are steering wheels, and when the two side wheels are directional wheels, the rear wheels are universal wheels or second steering wheels; when the rear wheel is a directional wheel, the two side wheels are universal wheels or second steering wheels; and, when the second steerable wheel is present, the steering operation is transmitted from the swing portion of the vehicle to the second steerable wheel through a steering transmission device, which is a device that does not affect the swing of the swing portion of the vehicle and the steering transmission of the vehicle, and the swing portion of the vehicle can swing simultaneously during the steering transmission, and the steering transmission does not affect the swing of the swing portion of the vehicle, and the swing of the swing portion of the vehicle does not affect the transmission of the steering.
Furthermore, the swinging device adopts a rolling type swinging device, the rolling type swinging device comprises a swinging upper component and a swinging lower component, the swinging upper component is connected with a swinging part of the vehicle, the swinging lower component is connected with a non-swinging part of the vehicle, the swinging upper component is placed on the swinging lower component in a rolling manner, and the swinging upper component can roll back and forth on the swinging lower component from side to side, so that the swinging part of the vehicle swings from side to side relative to the non-swinging part of the vehicle; the contact surfaces of the swing upper component and the swing lower component are provided with anti-slip structures or are made into meshed tooth structures.
Furthermore, the front wheels on the vehicle body are an integrally steering type double-wheel steering device, the integrally steering type double-wheel steering device comprises two wheels, the two wheels steer around the center of the axis connecting line of the two wheels, and the two wheels are always kept in contact with the ground.
Furthermore, the swing axis of the swing device passes through the contact point of the wheels contained in the vehicle body; or the swing axis of the swing device is positioned in a small angle range above or below a connecting line of the swing center of the swing device and the contact point of the wheels contained in the vehicle body; the principle of the swing axis determination is that the intersection point formed by the longitudinal central plane when the vehicle body swings to the maximum angle, the cross section where the center of gravity of the whole vehicle is located and three surfaces of the ground is located in a polygonal area formed by connecting the contact points of adjacent wheels, and the farther the intersection point is from the boundary of the polygonal area, the better the intersection point is.
Furthermore, the pendulum device has a longitudinal axis of rotation, which allows the pendulum device to rotate in a longitudinal plane of the vehicle, which is perpendicular to the longitudinal plane of the vehicle, for preventing the pendulum device from transmitting a torque in the longitudinal direction to the chassis of the vehicle.
Furthermore, the swinging device is a universal joint, one shaft of the universal joint is fixedly connected with the vehicle body, the other shaft of the universal joint is fixedly connected with the vehicle chassis, the vehicle body can swing along the left and right directions of the vehicle and rotate in the longitudinal plane of the vehicle relative to the vehicle chassis through the universal joint, and the universal joint can enable the vehicle chassis to follow and steer when the vehicle body steers.
Furthermore, the steering transmission device is a flexible transmission type steering transmission device, one end of the flexible transmission type steering transmission device is installed on a steering mechanism of the vehicle body, the other end of the flexible transmission type steering transmission device is installed on the vehicle chassis and is in transmission connection with a steering wheel on the vehicle chassis, and the flexible transmission type steering transmission device is provided with a flexible transmission mechanism which can freely bend along with the swinging of the vehicle body between the vehicle body and the vehicle chassis.
Furthermore, the flexible transmission mechanism comprises a steel wire traction device, a steel wire, a sleeve, an initial sleeve fixing device, a terminal sleeve fixing device and a passive traction device, the steel wire traction device is installed on the vehicle body and is in transmission connection with a steering handle of the vehicle, the initial end of the steel wire is fixed on the steel wire traction device, the terminal end of the steel wire is fixed on the passive traction device, the sleeve is sleeved outside the steel wire, one end of the sleeve is fixed on the vehicle body through the initial sleeve fixing device, the other end of the sleeve is fixed on a vehicle chassis through the terminal sleeve fixing device, and the passive traction device is installed on the vehicle chassis and is in transmission connection with a steering wheel.
Furthermore, the swing part of the vehicle is provided with a shock absorption and buffer device on the swing shaft, and the shock absorption and buffer device on the swing shaft is used for absorbing the impact and the vibration transmitted by the non-swing part of the vehicle.
Furthermore, the connecting device of the swing part of the vehicle and the non-swing part of the vehicle further comprises a damping mechanism, the damping mechanism is used for increasing damping to the left-right swing of the swing part of the vehicle so as to increase the stability of dynamic balance control, and the damping degree of the damping mechanism is limited by the control without losing the dynamic balance of the swing part of the vehicle.
Furthermore, the swing part of the vehicle comprises auxiliary supporting devices which are arranged at two sides of the vehicle and can be folded and unfolded, and in the parking or driving process, a driver operates the auxiliary supporting devices to put down and touch the ground so as to realize auxiliary supporting and simultaneously perform auxiliary braking; when the auxiliary support is not needed, the driver can recover and control the auxiliary support device to retract the auxiliary support device.
Still further, the electronic balance control system is a gyroscope electronic balance control system.
3. Advantageous effects
Compared with the prior art, the technical scheme provided by the invention has the following remarkable effects:
(1) according to the dynamic balance vehicle with the cross-shaped wheels, on the basis of giving full play to the advantages of compact front and rear structures, flexible driving and the like of the cross-shaped wheel layout, the ratio of k to l is controlled to be 0-0.8, the fault-tolerant characteristic of the vehicle is improved under the condition that the dynamic balance and static safety of the vehicle are not affected, and the braking safety as high as possible is obtained, so that the dynamic balance vehicle with the cross-shaped wheels gives good consideration to the structural design of the vehicle and the static and dynamic (braking) safety performance of the vehicle, and a small-sized urban commuting tool with higher safety reliability and economical efficiency and more convenient implementation is obtained;
(2) according to the dynamic balance car with the cross-shaped wheels, the front wheels are arranged on the car body, the rear wheels and the two side wheels are arranged on the car chassis, the front wheels are used as the steering wheels to swing along with the swing of the car body, and through the cross-shaped wheel layout, a front wheel direct steering system used as the steering wheels is reserved in the cross-shaped dynamic balance car, so that the hysteresis-free high-efficiency steering function of the dynamic balance car is realized, the running controllability and safety of the dynamic balance car are further improved, the dynamic balance car can obtain the optimal control experience and higher running safety, and the practicability of the dynamic balance car is greatly improved;
(3) according to the dynamic balance car with the cross-shaped wheels, when the steering wheels are steered indirectly, the steering operation and the swing of the car body are independent through the steering transmission device, namely the swing of the car body and the steering transmission of the car are not influenced mutually, so that the dynamic balance function of the dynamic balance car with the car body without the wheels and the car body only with the rear wheels is possible; the form that the vehicle body does not contain wheels can be more beneficial to realizing the dynamic balance of the electronic balance control system; the mode that the vehicle body only comprises the rear wheel can enable the dynamic balance vehicle to obtain better advantages in the arrangement of a power source, and can directly graft the power system of the existing two-wheel vehicle;
(4) according to the dynamic balance vehicle with the cross-shaped wheels, the swinging device adopts the rolling type swinging device, so that the swinging upper component swings back and forth relative to the swinging lower component along the vertical direction of the traveling of the vehicle, the swinging axis of the vehicle can move in a certain range along with the swinging of the vehicle body, and the contact surface between the swinging upper component and the swinging lower component is in soft contact to form a larger contact surface, so that the stability of dynamic balance control can be greatly improved, and the safety is higher;
(5) according to the dynamic balance car with the cross-shaped wheels, the front wheels on the car body are an integrated steering type double-wheel steering device, so that efficient steering is kept, two-point support is realized, the absolute fault-tolerant area, the fault-tolerant arc line and the fault-tolerant angle of the dynamic balance car can be further expanded, and the fault-tolerant characteristic is further improved;
(6) according to the dynamic balance vehicle with the cross-shaped wheels, the swinging device is also provided with the longitudinal rotation axis, so that the swinging device can rotate in the longitudinal plane of the vehicle, and the longitudinal rotation axis is perpendicular to the longitudinal plane of the vehicle and is used for preventing the swinging device from transmitting longitudinal torque to the chassis of the vehicle, so that the stress design of the chassis of the vehicle is facilitated;
(7) according to the dynamic balance car with the cross-shaped wheels, the steering transmission device is a flexible transmission type steering transmission device, and the flexible transmission mechanism can freely bend along with the swinging or inclination of the part of the car containing the steering control relative to the part of the car containing the steering wheels, so that the swinging and steering actions of the dynamic balance car are independent;
(8) according to the dynamic balance vehicle with the cross-shaped wheels, the damping and buffering device is arranged between the vehicle body and the swinging device, so that the structure of the non-swinging part of the vehicle is simplified, the mass of the non-swinging part of the vehicle is smaller, and the dynamic balance control is facilitated;
(9) according to the dynamic balance vehicle with the cross-shaped wheels, the swinging device further comprises a damping mechanism, and swinging damping is increased to increase the stability of dynamic balance control; the swing part of the vehicle comprises an auxiliary supporting device, so that the safety in static and light braking states is improved, and auxiliary supporting and auxiliary braking can be realized in the driving process.
Drawings
FIG. 1 is a side schematic view of a dynamic balance vehicle having a cruciform arrangement of wheels according to the present invention;
FIG. 2 is a rear schematic view of a dynamic balance vehicle with a cruciform arrangement of wheels according to the present invention;
FIG. 3 is a schematic top view of the main structure of embodiment 1 of the dynamic balance vehicle with a crisscross arrangement of wheels according to the present invention;
FIG. 4 is a cross-sectional view taken along line A-A of FIG. 3;
FIG. 5 is a schematic view of a dynamic balance vehicle with a cruciform arrangement of wheels according to the present invention swinging to one side;
FIG. 6 is a fault-tolerant zone analysis of a cross-wheel arrangement dynamic balance vehicle of the present invention;
FIG. 7 is a schematic diagram of several aspects of a swing axis projection area of a dynamic balance car with a cross-shaped arrangement of wheels according to the present invention;
FIG. 8 is a comparison graph of the fault tolerance characteristics of a positive three-wheel dynamic balance vehicle and a reverse three-wheel dynamic balance vehicle;
FIG. 9 is a diagram of the fault-tolerant zone analysis of a cross-shaped dynamic balance vehicle with wide wheels or integrally steered double wheels as the front wheels;
FIG. 10 is a comparison of fault tolerant zones before and after the cross-shaped dynamic balance car of the present invention employs an auxiliary support device;
FIG. 11 is a schematic view of a bearing-type oscillating device according to the present invention;
FIG. 12 is a cross-sectional view taken along line B-B of FIG. 11;
FIG. 13 is a schematic view of the structure of the hinged oscillating device of the present invention;
FIG. 14 is a cross-sectional view taken in the direction of C-C in FIG. 13;
figure 15 is a cross-sectional view of a rolling wobble device according to the present invention;
figure 16 is a longitudinal cross-sectional view of a rolling wobble device of the present invention;
FIG. 17 is a schematic view of a cross-axis pendulum of the present invention;
FIG. 18 is a schematic view of a swing of the present invention having a rotatable mount;
FIG. 19 is a schematic structural view of a flexible transmission type steering transmission device for front wheel steering according to the present invention;
FIG. 20 is a schematic view of a flexible drive steering transmission for steering the front wheels of the faucet and the rear wheels of the rear wheel of the present invention;
FIG. 21 is a schematic view of a flexible drive type steering transmission device for the intermediate side wheel as the second steering wheel in accordance with the present invention;
FIG. 22 is a schematic view of an integrally steerable two-wheel steering apparatus according to the present invention;
FIG. 23 is a schematic structural view of the chassis of the embodiment shown in FIG. 3;
FIG. 24 is a top view of FIG. 23;
FIG. 25 is a schematic view of the present invention employing a shock absorbing and cushioning device only on the vehicle body;
FIG. 26 is a sectional view taken in the direction F-F in FIG. 25;
FIG. 27 is a schematic structural view of a cross-shaped dynamic balance car with an auxiliary support device according to the present invention;
FIG. 28 is a top view of FIG. 27;
FIG. 29 is a top view of the tray structure of FIG. 27;
fig. 30 is a schematic view of two working states of the auxiliary supporting device in fig. 27.
The reference numerals in the schematic drawings illustrate:
01. a front wheel; 02. a side wheel; 03. a rear wheel; z1, axis of oscillation; z2, longitudinal axis of rotation;
1. a vehicle body; 11. a vehicle body frame; 12. a steering handle; 13. a balance staff cantilever bearing assembly; 14. a pendulum shaft cantilever member; 15. a damping buffer device is arranged on the swing shaft; 16. an auxiliary support device; 161. an auxiliary support member; 162. controlling the steel wire; 163. a wire end controlled member; 164. an auxiliary support bearing assembly; 165. a spring return mechanism;
2. a swing device; 2a, a bearing type swinging device; 2a1, bearings; 2a2, bearing seat; 2a3, a rotating shaft; 2a4, damping mass; 2b, a hinge type swing device; 2b1, hinge upper member; 2b2, hinge lower member; 2b3, pin; 2b4, axial fixings; 2c, a rolling type swing device; 2c1, roller mounts; 2c2, roller contact; 2c3, a limit stop; 2c4, a support; 2d, a cross rotating shaft type swinging device; 2d1, cross member; 2d2, vehicle body attachment member; 2d3, swing shaft; 2d4, oscillating axial mount; 2d5, transverse axis; 2d6, transverse axial fixings; 2e, a universal joint; 25. a rotatable support;
3. a chassis; 31. a chassis frame; 32. a steering rotating shaft; 33. a cantilever bearing assembly; 34. a cantilever member; 35. a shock absorbing and buffering device; 36. a power plant;
4. a steering transmission device; 41. a steel wire traction device; 42. a steel wire; 43. a sleeve; 44. a starting end casing fixing device; 45. a terminal bushing fixing device; 46. a passive traction device; 47. a steering moment arm; 48. a steering tie rod; 49. a knuckle; 4A, a tie rod.
Detailed Description
For a further understanding of the invention, reference should be made to the following detailed description taken in conjunction with the accompanying drawings.
Not specifically described, the "four-wheeled vehicle" herein refers to a four-wheeled vehicle having wheels arranged in a rectangular shape, and the "cross-shaped dynamic balance vehicle" refers to a dynamic balance vehicle having wheels arranged in a cross shape according to the present invention.
The invention needs to solve the following problems: the necessity of dynamic balancing technology extending to other vehicle types than positive three wheels. As described in the background, the balance principle of the dynamic balance vehicle according to patent 201922148722.2 "a combined human and machine balance vehicle" can be concluded: the safety (dynamic safety) of the dynamic balance vehicle in the running process only requires the vehicle bottom plate to be in surface contact with the ground in pairs, but is not related to the shape of the vehicle bottom plate in contact with the ground (no consideration is given to the number of wheels), so that the dynamic balance technology does not necessarily extend to a reverse tricycle and a four-wheel vehicle when the positive three-wheel dynamic balance vehicle is provided; going back to say, even if the dynamic safety of the dynamic balance vehicle is related to the transverse and longitudinal track of the vehicle (according to the conventional experience judgment of people), then the dynamic safety is determined regardless of the chassis ground contact shape, if the longitudinal and transverse track is determined, then? The conclusion here is negative, i.e. under the same transverse and longitudinal track, the positive three wheels are different from the reverse three wheels, more different from the four wheels, and the safety of the dynamic balance vehicle is related to the chassis ground contact shape; and of the several chassis touchdown shapes, three wheels is the most disadvantageous one of dynamic safety.
To facilitate analysis of dynamic balance vehicle safety determinants and interrelationships, the disclosure extends from a number of concepts, including: the specific meanings and relevant principles of the concepts of unstable swing, dynamic balance, resultant force R of the vehicle in the driving process, a static safety line, a static safety area, a swing axis projection area and fault-tolerant characteristics (including a fault-tolerant area, a fault-tolerant angle and a fault-tolerant arc line) are as follows:
unstable swing: under the condition of no control of a driver or other balance control systems, when the swing part of the vehicle is at any position without a boundary, the vehicle is unstable, and the vehicle can obtain a stable swing form only after returning to the boundary position, and the unstable swing is a necessary condition for establishing the dynamic balance of the swing part of the vehicle.
Dynamic balance (or called dynamic balance): the dynamic balance described herein includes both the dynamic balance achieved by the driver by driving and the dynamic balance achieved by the electronic balance control system, and their common core feature is that the resultant force R experienced during the driving of the vehicle is always directed to or passes through the swing axis z1, and since the swing axis z1 is also the supporting axis of the vehicle, the vehicle body can maintain a stable standing state without any other external force assistance. This process of always pointing the resultant force R towards the swing axis z1 is a dynamic process (refer to the following explanation of the resultant force R), which has prerequisites and spontaneity, and a person is a conditioned subconscious reaction in a dynamic equilibrium controlled state, which is clearly distinguished from the apparently dominant behavior of a leaning car body in an overbending under non-dynamic equilibrium control, which apparently has obvious hysteresis and inaccuracy.
The vehicle is subjected to during drivingResultant force of (c): as shown in fig. 6, the vehicle is subjected to three forces during driving: gravity, centrifugal force and inertia force, wherein the inertia force is acceleration inertia force or deceleration inertia force; the resultant force of gravity and centrifugal force is denoted as R1Inertial force is denoted as F, R1The resultant force with F is denoted as R, and the action point is positioned at the center of gravity of the whole vehicle (including the vehicle and the rider). Regarding centrifugal force, a common error area is that the centrifugal force is only generated when a vehicle turns, and actually, the centrifugal force is always generated during the driving process of the vehicle, and is only small when the vehicle is driven in a straight line, and the centrifugal force is obvious during the turning; when the two-wheel vehicle runs, the two-wheel vehicle looks like a straight line running state, the two-wheel vehicle continuously finely adjusts the faucet to form a tiny centrifugal force, the running path of the microcosmic getting on the vehicle is S-shaped, and under the action of the centrifugal force, the two-wheel vehicle can continuously correct the resultant force R1The gravity and the centrifugal force are formed under the uniform speed, the tricycle continuously returns to the supporting axis (namely the swinging axis) to keep balance and cannot fall, macroscopically, the tricycle is represented as relatively stable 'straight line' running, and the tricycle cannot run completely and absolutely (the steering head is fixed) in a straight line, but the tricycle can do the same. With respect to the inertial force F, this is a force that can often be ignored by people, but in practice it is an important factor in assessing the safety of the vehicle, F being either forward (in deceleration braking) or backward (in acceleration), with a magnitude equal to the total mass of the vehicle x the acceleration a (or the braking acceleration), and the acceleration inertial force will not be too great but the deceleration inertial force will probably be very great. R is shown in FIG. 61And F form a resultant force R, and the gravity acceleration is 9.8m/s2If the braking acceleration is 7m/s respectively2And 5m/s2And assuming that the vehicle is in straight line driving (the centrifugal force is neglected), the points P and Q are the positions of the resultant force R of the dynamic balance vehicle in the two braking states through the ground, and as can also be seen from fig. 6, the increase of the height of the center of gravity and the forward movement of the center of gravity increase the risk of the vehicle turning forward under emergency braking. It should be noted that: for a dynamic balance vehicle, because there are a swing part of the vehicle and a non-swing part of the vehicle, the stress of the two parts should be discussed separately in theory, but considering that the non-swing part of the vehicle is for dynamic balanceThe analysis of the safety of the vehicle associated therewith has substantially no substantial effect, and for the sake of convenience of illustration, from the viewpoint of taking a major contradiction, such an effect of the non-swinging portion of the vehicle is ignored, but in designing the dynamic balance vehicle, the mass of the non-swinging portion of the vehicle should be minimized, because the smaller the mass of the non-swinging portion of the vehicle, the more advantageous the control of the dynamic balance. If the intersection point of the straight line where R is located and the ground is defined as N, we can conclude that: 1.1, when the vehicle runs straight at a constant speed, neglecting a micro centrifugal force (the same below) required by the adjustment of a microscopic resultant force, wherein the resultant force R of the vehicle is gravity, the resultant force is vertical to the ground downwards, the point N falls on the point M (the point M is a vertical projection of the gravity center on the ground, and the straight line g in fig. 7 is an intersection line of the cross section where the gravity center of the vehicle is located and the ground, so the point M is on the straight line g), and as shown in fig. 6 to 10, the vehicle body is vertical (vertical to the ground); during driving, the vehicle is driven at a nearly constant speed in a straight line in most of the time, so that the N point basically changes within a small range right in front of and behind the M point, namely the N point is on an AC connecting line and basically close to the M point. 1.2, when the vehicle is bent at a constant speed, the resultant force R of the vehicle is the resultant force R of gravity and bending centrifugal force1The N point falls right to or right of the M point, i.e. the N point is at L1L2On the line (fig. 7), when the vehicle body tilts, the distance from the point N to the point M increases due to the increase of the centrifugal force; in most cases, the actual overbending is coasting (slight deceleration) and there is a small possibility of slight acceleration, so that point N falls on point L1L2In the region near the connecting line (L in FIG. 7)1L2The gray area near the connecting line). 1.3, when the vehicle linearly accelerates (decelerates), F is backward (front), R is the resultant force of inertia force F and gravity and points to the rear (front) lower part, N point falls right behind (front) point M, at the moment, the vehicle body is upright, the distance between N and M point is determined by the size of F, namely N point is on the AC connecting line and is far away from M. 1.4, the vehicle is accompanied by obvious acceleration (deceleration) during the overbending, the condition is noticed to be rare, particularly, the overbending braking deceleration is dangerous (people understandings can decelerate in advance to avoid the condition as much as possible), the point N falls behind (in front of) the point M, the vehicle body inclines, and the distance between the point N and the point M is determined by F and centrifugal force. 1.5. When the vehicle loses the dynamic balance state, the vehicle body is always out of control due to an emergency, the situation is basically in a deceleration state, therefore, the point N falls in the oblique front of the point M, the distance between the point N and the point M is determined by the deceleration inertia force F and the posture of the vehicle, and the point N is farther away from the point M when the point F is larger. For a non-dynamically balanced vehicle, the N points are random and arbitrary within the static safety zone (see definition below) of the vehicle.
The above descriptions are similar or similar to the description of 201922148722.2A United states balance vehicle, except for inertial force, but as mentioned above, inertial force is an important factor for evaluating the safety of the vehicle, so the important analysis of the safety state of the dynamic balance vehicle under the influence of inertial force is performed herein.
Static security line and static security zone: static safety lines are used herein to reflect the static safety of a dynamic balance vehicle. As shown in fig. 6, the polygonal area formed by connecting the centers of the contact points of the adjacent wheels is a static safety area, i.e., a quadrilateral ABCD in fig. 6, and the safety area is the same in the static and dynamic situations of the conventional vehicle (the dynamic balance vehicle has different functions in the dynamic state, which is discussed in the fault-tolerant area). The intersection line of the cross section where the center of gravity of the whole vehicle is located and the static safety area is a static safety line where the center of gravity is located, which is called static safety line for short, namely EF line in the figure. The "static stability safety factor SSF" described in patent CN200510137683.6 "wheel arrangement structure of four-wheeled vehicle" is the ratio of the projected distance of the center of gravity on the ground to the projected distance of the center line of the side wheel center to the height of the center of gravity, "higher SSF value represents higher anti-rollover and anti-rollover capability" (see patent CN200510137683.6 description), although this patent does not describe that "rollover" and "rollover" are dynamic or static, it is obviously more meaningful in dynamic. For the dynamic balance vehicle, as mentioned above, the resultant force R of the vehicle in motion always points to the swing axis, so that during normal driving, the height of the center of gravity has no influence on the dynamic lateral rollover of the dynamic balance vehicle, and as long as normal driving (in the case of conclusion 1.1 and conclusion 1.2 in the discussion of the resultant force R) is performed, no matter whether the vehicle is over-curved or over-sharp, the vehicle cannot roll over (in the case of over-sharp bending, the vehicle will actively decelerate in advance, and when the speed is fast, the vehicle will actively bend greatly), so that the dynamic safety of the dynamic balance vehicle cannot be evaluated by using SSF. SSF can be used for evaluating the static safety of a dynamic balance vehicle, but the purpose is to compare the safety of different types of vehicles, and not specific physical vehicles.
Swing axis projection area: the swing axis projection area is defined as the area of the symmetrical center plane of the vehicle body where the swing axis z1 is located to sweep across the ground when the vehicle body swings between swing limit angles (defining the "swing limit angle" as the maximum angle that the vehicle body can swing, which can be realized by the limit on the frame structure of the vehicle). As shown in FIG. 7, the projection area of the swing axis is a straight line a1And a2Region in between (straight line a)1And a2The intersection line of the symmetric center plane of the vehicle body and the ground when the vehicle body is positioned at the swing limit angle). Fig. 7 shows four types of dynamic balance cars: fig. 7 (a) shows a case where the chassis includes side wheels and rear wheels and the swing axis z1 passes through the contact point of the front wheels, fig. 7 (b) shows a case where the chassis includes side wheels and rear wheels and the swing axis z1 passes above the contact point of the front wheels, fig. 7 (c) shows a case where the chassis includes front wheels and side wheels and the swing axis z1 passes through the contact point of the rear wheels, and fig. 7 (d) shows a case where the chassis includes all the wheels and the swing axis z1 is parallel to the ground. When the vehicle body is in dynamic balance, the N point falls in the projection area of the swing axis, and the N point cannot transversely cross the area as long as the vehicle body is in dynamic balance, so the area is also a transverse limiting area of the stress of the dynamic balance vehicle, namely a straight line a1And a2The force of the vehicle in a dynamic balance state is limited between the two in the transverse direction, so that the straight line a1And a2The closer together, the more the N points can be confined to a static safe area. However, the point N may be outside the static safety zone in the longitudinal direction, and the vehicle body may still roll over although in a dynamic balance state. From the above conclusions 1.1 and 1.2, it is known that the dynamic balance car mostly has the point N around and around the point M, so long as L is ensured1And L2Point (straight line g and straight line a)1And a2The intersection point) is located in the static safety area, the safety of the dynamic balance vehicle in the normal driving state can be ensured, and the point L1And point L2The further away from the static safety zone boundary, the greater the safety margin. From this we can conclude again: 2.1, the smaller the projection area of the swing axis, the smaller the lateral limitation of the stress area in the dynamic balance state is, the farther the lateral boundary of the stress area from the static safety area is, and the larger the safety margin is; at the same time L1And L2The point must be located within the static security zone and as far away from the static security zone boundary as possible. 2.2 the closer the swing axis z1 is to the ground the better, since the closer the swing axis z1 is to the ground the more the swing axis projection area shrinks towards the centre line AC, L, for the same swing limit angle1And L2The closer the point is to AC, L1And L2The safer the point is located, the higher the dynamic balance safety of the vehicle. The above conclusions 2.1 and 2.2 are also the basic principles for determining the direction and height of the swing axis z 1.
Attention is paid to: first, the above-mentioned N points are under the premise of dynamic balance, but the N points themselves are not related to the dynamic balance, and it cannot be said that the N points fall on the straight line a1And a2The interval between the two points indicates that the vehicle is in a dynamic balance state, and N is still possibly in a straight line a in the non-dynamic balance state1And a2In the meantime. ② straight line a1And a2The points in between represent the resultant force states under the corresponding dynamic balance, when the point N falls on a certain point, if the vehicle body is in dynamic balance at the moment, the resultant force R is shown to pass through the swing axis z1 and fall on the point; if the vehicle body is not in dynamic balance at this time, the resultant force R is indicated to point to the point but is separated from the swing axis z 1; if the point N falls on the straight line a1Or a2Otherwise, the body is certainly not dynamically balanced and the resultant force R certainly does not pass through the swing axis z 1.
Fault tolerance characteristics: the braking safety of the dynamic balance vehicle is reflected by using the fault-tolerant characteristic (fault-tolerant characteristic for short) of the braking state. The safety accident of the vehicle is basically in a braking state (or accompanied by braking), and in the normal running process, if an abnormal condition is found, the braking is adopted, and the more sudden the abnormal condition is, the more urgent the braking is, and the inertia force is larger; when the vehicle is collided to form passive braking, the inertia force is often extremely large; and as the dynamic balance car solves the problem that the vehicle is easy to turn over when passing a curve, and the safety performance of most states in the driving process is better, the safety of analyzing the braking state is more important and more meaningful for the dynamic balance car. The dynamic balance vehicles of three or more wheels are not used for triggering the rollover immediately after the dynamic balance is destroyed, an intermediate buffer state exists between the dynamic balance loss and the rollover triggering, and the characteristic parameter of the intermediate buffer state is called as fault-tolerant characteristic, and comprises the following steps: fault tolerant zones, fault tolerant angles, and fault tolerant arcs. In the static safety zone, the forward area of the static safety line is a fault-tolerant zone, i.e. the area of the polygon ABEFD in fig. 6; the fault tolerance angle is the included angle of a front fault tolerance range under a certain braking acceleration (assuming that the braking acceleration is constant); in fig. 6, an arc obtained by cutting a circle with M as the center of a circle and MP as the length of a radius by the fault-tolerant area is a fault-tolerant arc line. Then, the central angle corresponding to the fault-tolerant arc is the fault-tolerant angle, the positions of the P points are different (the braking acceleration is different), the fault-tolerant angles are different, and the lengths of the fault-tolerant arcs are different. Because of the consideration of the braking condition, the parameters of the fault tolerance are all forward of the cross section where the center of gravity is located, i.e., forward of line EF in the figure. Assuming that the vehicle is in a dynamic balance state at a certain moment, the N point falls on an X point of a swing axis projection area, when the dynamic balance is broken, the N point begins to leave the X point and enters a fault-tolerant area, at the moment, only the vehicle body is in an unbalance starting state, the chassis part is still in a stable safe state, even if wheel braking sliding exists, the whole vehicle does not lose stability and still does not begin to topple, if the vehicle does not react in time, the N point continues to be far away from the X point and approaches to the boundary of the fault-tolerant area, and only when the N point crosses the boundary, the whole vehicle begins to topple. Therefore, the fault-tolerant area provides the response and correction time for people, the length of the response and correction time is directly related to the size of the fault-tolerant area, the size of the fault-tolerant angle and the length of the fault-tolerant arc line (the three parameters need to be integrated, because the braking acceleration, the posture of a vehicle and the like can be changed in the unbalance process), and the larger the fault-tolerant area, the fault-tolerant angle and the fault-tolerant arc line is, the longer the response and correction time for people is. The two-wheel vehicle has no fault-tolerant zone, once the two-wheel vehicle is unbalanced, the dynamic balance is easy to rapidly deteriorate, the vehicle is out of control and falls down quickly, the human has almost no reaction time, and adverse reactions such as sideslip and oversteer are further easily promoted in the out-of-control process, so that the unbalanced process is further accelerated and aggravated. The fault-tolerant zone is peculiar to three-wheel and above dynamic balance vehicles, is not a safe zone, because once the resultant force enters the fault-tolerant zone, the danger is triggered, but is not a dangerous zone, because in the fault-tolerant zone, the dangerous result of vehicle rollover can not be caused, the fault-tolerant zone also has the function of preventing the accelerated deterioration of unbalance (because the chassis is still stable at this time), and the conditioned reflex type deviation correction only needs a short time to enable the vehicle to return to the normal state of dynamic balance operation again.
From the analysis, the fault-tolerant characteristic is important for the driving safety of the dynamic balance vehicle and should be the most key and most main safety index for evaluating the dynamic balance vehicle; the better fault-tolerant characteristics (larger or longer fault-tolerant zone, fault-tolerant angle, fault-tolerant arc) mean better security; it can also be seen that increasing the track width (longitudinal and lateral) and decreasing the height of the center of gravity are the most direct and effective methods for improving the fault tolerance. Attention is paid to: the fault-tolerant area is not the part of the static safety area, from which the swing axis projection area is removed, and the swing axis projection area does not need to be removed, because only one balance point is arranged at any moment, and the static safety areas except the point are the fault-tolerant areas. Although the shape and area of the fault-tolerant zone in the acceleration driving process are equal to those of the static safety zone, the fault-tolerant characteristic focuses on the braking state and is the property in front of a straight line g, so that a fault-tolerant angle and a fault-tolerant arc line (actually, inertia force is introduced, which is a key difference from the prior art) need to be added, and therefore, the braking safety performance of the dynamic balance vehicle cannot be measured by using traditional static safety parameters (such as SSF), which can be seen from the comparison of the fault-tolerant characteristics of the three wheels.
We now use the above concepts to analyze the safety of three-wheel, four-wheel and cross-shaped dynamic balance cars (assuming that the cars have the same lateral and longitudinal track widths and the same center of gravity height and position).
Comparison of the positive and reverse three wheels: fig. 8 shows the conditions of the static safety line, the fault-tolerant zone, the fault-tolerant angle and the fault-tolerant arc line of the dynamic balance car with three wheels, which can be easily seen from the figure: the static safety line EF for the positive three wheels is longer than the reverse three wheels (although they have the same area of static safety zone), while the fault tolerance zone for the positive three wheels is smaller than the reverse three wheels; the fault-tolerant arc line of the positive three wheels is smaller than that of the reverse three wheels under the condition of larger braking acceleration a, and when the value of a is larger, the corresponding fault-tolerant arc line is shorter for the positive three wheels and longer for the reverse three wheels. This indicates that: firstly, in a static state, the anti-falling performance of the three positive wheels is obviously superior to that of the three reverse wheels (so that the size of the area of a static safety area cannot be seen); secondly, in the braking state, the safety of the reverse three wheels is obviously superior to that of the positive three wheels, and the more urgent the braking is, the more obvious the difference is; under emergency braking, the fault-tolerant arc line and fault-tolerant angle of the positive tricycle can be rapidly reduced, so that the emergency braking is very dangerous; and fourthly, the rectangular four-wheel vehicle can be obtained without the figure and has the optimal static safety line, the optimal fault-tolerant area, the optimal fault-tolerant angle and the optimal fault-tolerant arc line. So far, the answer to the first question of the present invention is obvious: although the positive three-wheeled dynamic balance vehicle has good static safety, the key braking safety is the weakest of the wheel arrangements except for two wheels, and therefore the dynamic balance technology needs to be expanded to other vehicle types. (note: fig. 8 is identical to fig. 6 in the relevant dimensions, i.e., 1250mm, k 750mm, P400 mm, w 570mm, side wheel width 80mm, maximum outside dimension 650 mm; in the braking case, the height h of the center of gravity has an effect on safety, and the larger h, the farther forward the point P at the same braking acceleration a, the lower the safety.)
And (3) comparing the cross-shaped dynamic balance vehicle with the positive three-wheel dynamic balance vehicle: as can be seen from fig. 6 and 8, under the condition of the same transverse and longitudinal wheel track and gravity center height, the fault-tolerant area, fault-tolerant angle and fault-tolerant arc line of the cross-shaped dynamic balance vehicle are greatly improved compared with those of the positive three-wheel dynamic balance vehicle. If the connecting line of the front wheel and the side wheel of the cross-shaped dynamic balance vehicle is extended backwards (as shown in figure 6), the line is intersected with the rear wheel axis to obtain w1Then w is1Is a phase ofThe distance between the rear wheels of the positive three-wheel dynamic balance vehicle under the condition of the same fault tolerance characteristic can be seen from the figure, w1Much beyond w, i.e. w1L/k. In fig. 6, k is 750mm, l is 1250mm, and w is 570mm (wheel width 80mm, total side width 570+80 is 650mm), in which case w is 750mm, 1250mm, and in this case w is 650mm1950mm (the total width of the side is 950+ 80-1030 mm). Then we can see that the cruciform dynamic balance car with the total width of 650mm has the same braking safety | as the positive three-wheeled dynamic balance car with the total width of 1030 mm! And although the static safety line of the 650mm cross-shaped dynamic balance vehicle is reduced compared with the vehicle of 1030 (the EF line is slightly smaller than the E line)1F1Line), but this reduction does not have a substantial effect, i.e. the static stability of the cross-shaped dynamic balance car is sufficient. Therefore, the wheel arrangement form of the cross-shaped dynamic balance vehicle has obvious advantages when being applied to the dynamic balance vehicle, and specifically comprises the following steps: compared with a positive three-wheel dynamic balance vehicle, the fault-tolerant characteristic is greatly improved, and the braking safety is improved; secondly, compared with the reverse three-wheel dynamic balance vehicle, the static safety and the braking safety can be harmonized by adjusting the ratio of k to l; the problem of efficient steering at extremely low cost is solved, and the stability of the dynamic balance car with a multi-wheel structure is guaranteed, so that the practicability of the dynamic balance car is greatly improved; one more wheel than the tricycle, increased braking point and "ground grabbing" performance; if the rear wheel is used as a driving wheel, a differential mechanism is not needed, so that the whole vehicle can obtain the simplest and most compact power structure; the turning radius of the vehicle is small, and the vehicle can turn more flexibly; the front and rear single wheels can make the front and rear parts of the vehicle more compact, and the streamline shape of the vehicle is better and more flexible.
From the comparative analysis above we can conclude that: 3.1, the four-wheel dynamic balance car with the rectangular arrangement has the best static safety (the longest static safety line) and braking safety (the best fault-tolerant characteristic); 3.2, the positive three-wheel dynamic balance vehicle has good static safety, but the braking safety is the worst, and particularly, the more urgent braking is the more dangerous; 3.3, the static safety of the reverse three-wheel dynamic balance car is poor, the safety is insufficient during light braking, but the safety of emergency braking is obviously improved compared with that of the normal three wheels, and the more the emergency braking, the more the relative superiority is obvious; 3.4, the static safety and the braking safety of the cross-shaped dynamic balance vehicle are between those of the rectangular four-wheel dynamic balance vehicle and the rectangular three-wheel dynamic balance vehicle, and different changes are presented due to different ratios of k to l (see details later); 3.5, the cross-shaped dynamic balance vehicle does not require the gravity center of the whole vehicle to move forwards due to the forward movement of the side wheels, but on the contrary, the gravity center of the whole vehicle is still considered to be close to the rear part of the vehicle, so that the AM line is long enough to improve the braking safety of the vehicle.
The analysis and comparison not only help us to figure out the determinants and interrelations of the safety of the dynamic balance vehicle, but also solve the primary problem of the invention. And an optimization scheme can be provided for the safety, the stability and the like of the cross-shaped dynamic balance vehicle according to the analysis result. (again, discussed below with the same track and center of gravity height)
First, the ratio of k to l (defined as λ below): the invention considers that lambda is suitable between 0 and 0.8, and the main principle for determining the value is as follows: the method comprises the steps of firstly, not influencing the realization of dynamic balance, secondly, obtaining the fault-tolerant characteristic as good as possible, thirdly, considering the length of a static safety line, fourthly, arranging driving wheels and main braking wheels, fifthly, designing the structure of the vehicle, arranging factors in space and the like. From the angle of never influencing the realization of dynamic balance, when lambda is smaller (such as lambda is less than 0.5), the two side wheels are not suitable to adopt directional wheels; if the side wheels are considered to be the drive wheels and the primary braking wheels (in which case the side wheels would be directional wheels), then λ would be large (e.g., λ > 0.5); from the standpoint of obtaining as good a fault tolerance characteristic (braking safety) as possible, λ should be as small as possible; from the viewpoint of considering the static safety line, lambda should be as large as possible; from the structural design and spatial arrangement angle of the vehicle, lambda may need to be avoided and adjusted according to the situation. When lambda is larger than 0.8, the crossed dynamic balance vehicle is not obviously different from the positive three-wheel dynamic balance vehicle, and the wheel crossed arrangement is not necessary. It should be noted that, when λ is 0, the cross-shaped dynamic balance vehicle is not identical to the inverted three-wheeled dynamic balance vehicle, and there are essential differences between them, including the steering structure, the swing axis, the composition of the swing portion of the vehicle, and so on.
The arrangement of the universal wheels and the second steering wheels: the front wheel of the cross-shaped dynamic balance car is used as a steering wheel, so that the side wheels and the rear wheel cannot be simultaneously used as directional wheels, and then: (1) designing the side or rear wheels as universal wheels is one of the simplest methods, but it has the disadvantage of braking problems. The universal wheel with the brake is the prior art, and is only used on a dynamic balance vehicle or is improved, so that the braking action sent out from a handle or a foot is required to be transmitted to the brake of the universal wheel, and the orientation where the wheel can be positioned is considered, but the structure is realized without problems in the prior art; if we do not apply braking to the universal wheel, and for the case of applying the universal wheel to the rear wheel, the number of the braking wheels is equal to three wheels, but the braking wheels have two obvious safety advantages: firstly, a stable chassis and secondly, expanded fault tolerance characteristics; for the condition that the side wheels adopt universal wheels, the number of the brake wheels is equal to two wheels and less than three wheels, but the safety of the brake wheels is still superior to that of the three wheels due to the two safety advantages (stable chassis and expanded fault-tolerant characteristic), so that the direct adoption of the universal wheels for the economic cross-shaped dynamic balance vehicle still has good practical significance. (2) The side wheels or the rear wheels are designed as the second steering wheels, and the proportional relation of the steering angles between the front wheels and the second steering wheels is determined according to the steering geometrical relation of the front wheels and the second steering wheels, and can be realized through a transmission mechanism for second steering. The steering of the second steering wheel is indirect steering, the second steering has follow-up property and assistance property, so that the hysteresis problem of the indirect steering at the time can not bring adverse effect to the dynamic balance of the vehicle, and the second steering wheel has good sideslip prevention performance, so that the safety of the whole vehicle can be ensured, and the defect is that a steering mechanism is relatively complex.
Using a wide wheel: in order to further improve the braking safety of the vehicle, the front wheel uses a wider wheel, the upper diagram in fig. 9 shows the state of the fault-tolerant zone considering the width factor of the wheel, and in the case that the front wheel uses a wider wheel, the fault-tolerant zone is further enlarged, the fault-tolerant arc line and the fault-tolerant angle are further increased, and the braking safety is further improved.
The front wheel or the rear wheel adopts an integrated double-wheel structure: along the above lines, we get a solution to continue optimization: the front wheel is double-wheeled, as shown in the lower graph of fig. 9, and the absolute fault-tolerant area, fault-tolerant arc line and fault-tolerant angle (the fault-tolerant characteristic without considering the wheel width factor) are obviously enlarged. In this case, the double wheels are different from the conventional front double-wheel structure, which is integrally steered, and when the vehicle body swings, the double wheels are always in contact with the ground, the steering structure maintains efficient steering and has two-point support (the structure is shown in fig. 22, the structure is the prior art), but the double-wheel interval of the structure cannot be too large, and the use is influenced. If a greater spacing of the front two wheels is required, it is necessary to steer each of them, in which case the cruciform arrangement of wheels loses its practical meaning and is replaced by a rectangular four-wheel arrangement. Similarly, the rear wheel may be a one-piece compact two-wheel structure suitable for use in situations where the rear portion is too heavy, i.e. the center of gravity is too far rearward.
Adopt and receive and release supplementary strutting arrangement: although the fault-tolerant area is larger and larger as the lambda is smaller and smaller, and the fault-tolerant arc line of emergency braking is longer, when the lambda is small (for example, the lambda is less than or equal to 0.2), the static safety line EF is shorter, as shown in the left diagram in fig. 10, and the safety in the case of light braking is not high, in order to improve the safety in the static and light braking states, the fault-tolerant characteristic can achieve the effect almost equal to that of the rectangular wheel arrangement as shown in the right diagram in fig. 10 by arranging a retractable auxiliary supporting device (see fig. 30) and putting down the retractable auxiliary supporting device when the retractable auxiliary supporting device acts (both in the static state and in the braking state) to assist in supporting and braking. Of course, the equivalent effect is that under the condition that the auxiliary supporting device is in operation, the auxiliary supporting device can be enabled to function under most conditions, such as advance anticipation, advance preparation and timely response, but an emergency condition which is not as early as response exists, so the auxiliary supporting device scheme is still inferior to the dynamic balance vehicle with the rectangular wheel arrangement in overall safety.
The above is a description of the solution of the first problem of the present invention and the related optimization measures, and the second problem of the present invention will be discussed below.
From the above analysis of the safety performance of the dynamic balance vehicle, it can be seen that the four-wheel dynamic balance vehicle with the rectangular arrangement has the best safety, why does not directly adopt the rectangular four-wheel dynamic balance vehicle? As described in the background art, the implementation of a dynamic balance four-wheel vehicle is limited by the steering problem, and due to the difficulty of implementing a hysteresis-free high-efficiency indirect steering system in the prior art, the hysteresis problem of the indirect steering system in the conventional structure and the manufacturing process can cause the unstable operation of dynamic balance. In the face of this problem, we have three solutions: the cost is not counted, and the indirect steering system meets the requirements through measures such as processes, materials and the like with excellent performance; secondly, a direct steering system is adopted (the existing direct steering device of the two-wheeled vehicle has simple structure and mature technology), but the arrangement form of rectangular four wheels is abandoned; and thirdly, abandoning the realization form of the dynamic balance of people and realizing the dynamic balance by other modes, such as an electronic balance control system of a gyroscope (the electronic balance control system is not controlled by the centrifugal force and the steering unlike the control of people, for example, the electronic balance control system can realize the erection of the vehicle body in a parking state, so that whether the steering is efficient or not and has little influence on the realization of the dynamic balance in time). From the present, it is obvious that the second approach is simple and economical, and the arrangement form of the cross-shaped wheels can not only keep the direct steering system of the two-wheeled vehicle, but also ensure that the safety of the vehicle is higher than that of a three-wheeled vehicle. Therefore, the discovery of the steering problem of the dynamic balance car and the adoption of the direct steering system are another important invention points of the dynamic balance car with the wheel cross-shaped arrangement.
If we take the first and third approaches to solving the four-wheel vehicle steering problem, using an efficient non-delayed indirect steering system or an electronic balance control system (to achieve dynamic balance in other ways), it is not meaningful to be a cross-shaped dynamic balance vehicle? The answer is also negative, and when the indirect steering system and the electronic balance control system which meet the requirements are easy to realize and economical, the traditional advantages of the cross-shaped wheel arrangement are highlighted, namely compact structure, good streamline shape, small turning radius, easy turning and the like. Therefore, as a prospective possibility, as a branch of the technical solution, the invention also incorporates a cross-shaped dynamic balance vehicle with indirect steering of the front wheels and a cross-shaped dynamic balance vehicle with an electronic balance control system.
The front wheel adopts the indirect cruciform dynamic balance car that turns to: the technical scheme that the front wheels adopt indirect steering is divided into two types, namely that the chassis comprises all wheels, and the chassis comprises the front wheels and the side wheels, and the rear wheels are arranged on the vehicle body. For the former, it is a better mode suitable for realizing dynamic balance by using an electronic balance control system, and because the swing axis z1 is parallel to the ground, the phenomena of 'head swing' and 'tail swing' caused by swing under the condition that the swing axis z1 is not parallel to the ground (the front wheel or the rear wheel is in the automobile body) are avoided, thereby being more beneficial to the electronic balance system to accurately control the dynamic balance state of the automobile body. The rear wheel is mounted on the vehicle body, and has the advantage of most direct power transmission structure, is particularly suitable for the condition that the internal combustion engine is used as a power source, and can directly graft the whole vehicle body structure of the existing two-wheel vehicle.
Adopt the cross dynamic balance car of electronic balance control system: at present, an electronic gyroscope balance system is widely applied to a balance car, the electronic gyroscope balance system can balance a monocycle and a two-wheel car, the electronic gyroscope balance system is also completely feasible to be applied to a cross-shaped dynamic balance car, and the electronic gyroscope balance system has higher speed and safety. This is because: the gravity center height of the cross-shaped dynamic balance vehicle is smaller than the occupied area of the vehicle, and four wheels have stronger ground-grasping force than two wheels, so that the vehicle has better static and dynamic safety; secondly, the cross-shaped dynamic balance vehicle is provided with a fault-tolerant area, so that the safety is further improved, the single-wheel balance vehicle and the two-wheel balance vehicle are not provided with the fault-tolerant area, and once unbalance is caused, the vehicle can be directly overturned without deviation correction basically; if the control of people is combined with the electronic balance system, the control system can be simplified, the cost performance of the whole vehicle is improved, and the control of people can take over rapidly under the condition that the electronic balance system breaks down, so that the driving stability and the safety of the vehicle are further improved.
The present invention will be further described with reference to the following examples.
[ example 1]
The present embodiment is a specific embodiment in which the body of the dynamic balance vehicle includes front wheels.
As shown in fig. 1 to 5, the dynamic balance vehicle with the wheel cross arrangement of the present embodiment includes a vehicle swinging portion and a vehicle non-swinging portion, the vehicle swinging portion can swing in a vertical direction of vehicle travel, i.e., laterally swing, relative to the vehicle non-swinging portion, and the swing is a destabilizing swing (the meaning of the "destabilizing swing" is referred to above), so that the vehicle can achieve dynamic balance during driving. The whole dynamic balance vehicle comprises a front wheel 01, side wheels 02 and a rear wheel 03, wherein the front wheel 01 is arranged at the front part of the dynamic balance vehicle, the rear wheel 03 is arranged at the rear part of the dynamic balance vehicle, and the side wheels 02 are positioned between the front wheel 01 and the rear wheel 03 and are arranged at the left side and the right side of the dynamic balance vehicle to form a cross-shaped wheel arrangement structure; as shown in fig. 6, the distance between the axis of the front wheel 01 and the axis of the rear wheel 03 is l, the distance between the axis of the front wheel 01 and the axis of the side wheel 02 is k, and the ratio of k to l is between 0 and 0.8, so as to obtain the highest possible braking safety without affecting the dynamic balance of the vehicle and considering the static safety of the vehicle; the main body of the swing part of the vehicle which can stand in a dynamic balance state without any external force during the driving process is a driver or an electronic balance control system, the driver feels the dynamic balance state and then adjusts and maintains the dynamic balance state, and the driver uses the self balance perception and control action of the human body to enable the swing part of the vehicle to stand in the dynamic balance state during the driving process or the electronic balance control system to enable the swing part of the vehicle to stand in the dynamic balance state. By adopting the design, on the basis of fully playing the advantages of compact structure, flexible running and the like before and after the layout of the cross-shaped wheel, the ratio of k to l is controlled to be 0-0.8, so that the vehicle can be well considered in structural design and static and dynamic performances (fault-tolerant characteristics) of the vehicle.
In the embodiment, the swinging part of the vehicle is a vehicle body 1, the non-swinging part of the vehicle is a vehicle chassis 3, the connecting device of the vehicle body 1 and the vehicle chassis 3 is a swinging device 2, and the vehicle body 1 is arranged on the vehicle chassis 3 through the swinging device 2; the front wheels 01 are arranged on the vehicle body 1, the rear wheels 03 and the two side wheels 02 are arranged on the vehicle chassis 3, the front part of the vehicle body 1 is supported by the front wheels 01 contacting the ground, and the rear part of the vehicle body 1 is supported by the vehicle chassis 3 through the swinging device 2; the vehicle body 1 can swing relative to the vehicle chassis 3 and the ground in the vertical direction of the vehicle advancing, so that the vehicle body 1 can dynamically stand on the vehicle chassis 3 and the ground in a balanced manner without any external force in the running process; the front wheels 01 adopt an integrated steering structure, the front wheels 01 swing along with the swinging of the vehicle body 1, and the swinging of the vehicle body 1 cannot generate the swinging or inclination of the rear wheels 03 and the side wheels 02 relative to the ground. Through the cross wheel overall arrangement, make the direct a steering system of front wheel as the directive wheel can remain in the cross dynamic balance car, realized the high-efficient function that turns to of no hysteresis of dynamic balance car, and then improved the nature controlled and the security of going of dynamic balance car, make the dynamic balance car can enough obtain the best and control the experience, can obtain higher security of going again, greatly improved the practicality of dynamic balance car.
In the dynamic balance vehicle with the cross-shaped wheels, the front wheel 01, the side wheels 02 and the rear wheel 03 can adopt different structural forms, specifically, the front wheel 01 is a steering wheel, and when the two side wheels 02 are directional wheels, the rear wheel 03 is a universal wheel or a second steering wheel; when the rear wheel 03 is a directional wheel, the two side wheels 02 are universal wheels or second steering wheels. When the second steering wheel is present, the steering operation is transmitted from the swing portion of the vehicle to the second steering wheel through the steering transmission device 4, the steering transmission device 4 is a device which makes the swing of the swing portion of the vehicle and the steering transmission of the vehicle not affect each other, the swing portion of the vehicle can swing simultaneously during the steering transmission, the steering transmission does not affect the swing of the swing portion of the vehicle, and the swing of the swing portion of the vehicle does not affect the steering transmission. The specific configuration of the steering transmission device 4 described above can be seen in embodiment 2. Fig. 1 to 5 show an embodiment in which the two side wheels 02 are directional wheels and the rear wheel 03 is a universal wheel, while the two side wheels 02 are driving wheels. The front wheel 01 is installed on the vehicle body 1, and adopts an integrated steering structure, namely the front wheel 01 is directly connected with a steering handle 12 through a steering column installed on the vehicle body 1, two side wheels 02 and a rear wheel 03 are both installed on a vehicle chassis 3, and the steering of the steering wheel is directly controlled by the steering handle 12, which is called as 'direct steering'. Referring to fig. 23 and 24, a damping and buffering device 35 is arranged between the side wheels 02 and the rear wheels 03 and the chassis 3, and a power device 36 is arranged on the chassis 3, wherein the power device 36 can adopt a motor and differential system and is used for driving the two side wheels 02 to rotate. Of course, the power form of the electric motor or the internal combustion engine can be applied to the dynamic balance vehicle with the cross-shaped wheels in the embodiment, and the power source in the form of the electric motor can be in the form of a hub motor besides the motor + differential shown in the embodiment. It should be noted that the drive wheels are usually directional wheels, but it is also possible that the front wheels or the second steering wheels are drive wheels, while the universal wheels are not drive wheels. A power source in the form of an internal combustion engine can basically only be driven with directional wheels, otherwise steering and dynamic balancing problems can make the transmission system very complex. For the battery or the fuel tank, which is usually provided in the vehicle body 1, connection to the power source in the chassis 3 can be made with a flexible cord or a flexible hose so as not to be affected by the swinging of the vehicle body 1. As shown in fig. 23 and 24, in the present embodiment, the shock absorbing and buffering device 35 is disposed on the chassis 3, the two side wheels 02 are mounted on the arm member 34, the arm member 34 is mounted on the chassis frame 31 through the arm bearing assembly 33, a set of shock absorbing and buffering devices 35 are disposed on both sides of the arm member 34, one end of each shock absorbing and buffering device 35 is hinged to the arm member 34, and the other end is hinged to the chassis frame 31. The rear wheel 03 is also mounted to the chassis frame 31 via a shock absorbing and cushioning device 35.
The swing of the vehicle body 1 relative to the vehicle chassis 3 is realized through the swing device 2, and the specific structural form of the swing device 2 is various as long as the vehicle body 1 can freely rotate and incline relative to the vehicle chassis 3 within a certain angle range. As shown in fig. 11 and 12, a bearing type swing device 2a is provided, the bearing type swing device 2a includes a bearing 2a1, a bearing seat 2a2 and a rotating shaft 2a3, the bottom of a vehicle body 1 is integrally connected with the rotating shaft 2a3, bearings 2a1 are installed at two ends of the rotating shaft 2a3, the bearing 2a1 is installed in the bearing seat 2a2, the bearing seat 2a2 is fixed on a vehicle chassis 3, and the vehicle body 1 swings with the rotating shaft 2a3 as a rotation center. As shown in fig. 13 and 14, another swing device 2, that is, a hinged swing device 2b, is provided, where the hinged swing device 2b includes a hinged upper member 2b1, a hinged lower member 2b2, a pin 2b3 and an axial fixture 2b4, the bottom of the vehicle body 1 is integrally connected with the hinged upper member 2b1, the hinged lower member 2b2 is fixed on the vehicle chassis 3, and the pin 2b3 passes through the hinged upper member 2b1 and the hinged lower member 2b2 and is axially fixed by the axial fixture 2b4, so that the hinged upper member 2b1 can rotate around the axis of the pin 2b3 relative to the hinged lower member 2b2, that is, the vehicle body 1 swings around the pin 2b3 as a rotation center.
In order to further improve the stability and stability of the dynamic balance control during the driving process of the dynamic balance vehicle, in this embodiment, the above-mentioned swing device 2 preferably adopts a rolling type swing device 2c, as shown in fig. 15 and 16, the rolling type swing device 2c includes a swing upper member and a swing lower member, the swing upper member is connected with the swing portion of the vehicle, the swing lower member is connected with the non-swing portion of the vehicle, the swing upper member is placed on the swing lower member in a rolling manner, and the swing upper member can roll back and forth on the swing lower member to form the left and right swing of the swing portion of the vehicle relative to the non-swing portion of the vehicle and the ground; the contact surfaces of the swing upper component and the swing lower component are provided with anti-slip structures or are made into meshed tooth structures. At this time, the swing axis of the vehicle body 1 is not fixed with respect to the chassis 3, and the swing axis moves within a certain range in accordance with the swing of the vehicle body 1. The anti-slip structure or the tooth-shaped structure between the swinging upper member and the swinging lower member can reduce or prevent the lateral slip during the swinging process. Further, the contact surface between the upper swing member and the lower swing member of the rolling type swing device 2c is soft contact, and one of the soft contacts is a flexible member and the other is a rigid member, or both of the soft contacts are flexible members. The contact between the oscillating upper member and the oscillating lower member is made of a deformable flexible material or is made as an inflatable structure. If the contact element can be made of rubber, the contact element can be of a solid structure, a honeycomb structure or a hollow inflatable structure. The soft contact design is adopted, the contact surface deforms under the action of the gravity of the vehicle body to form surface contact, the swinging flexibility of the dynamic balance vehicle is guaranteed, and the controllability of swinging action is improved, so that the swinging stability of the vehicle body is improved, and the dynamic balance vehicle is safer.
As shown in fig. 15 and 16, in the rolling type swing device 2c, the swing upper member includes a roller mount 2c1 and a roller contact 2c2, and the roller contact 2c2 is fixedly connected to the vehicle body 1 through the roller mount 2c 1; the swing lower component comprises a supporting piece 2c4 and a limiting piece 2c3, the supporting piece 2c4 is connected with the vehicle chassis 3, the limiting piece 2c3 is installed on the vehicle chassis 3 or the supporting piece 2c4, the limiting piece 2c3 is used for preventing the roller contact piece 2c2 from being separated from the supporting piece 2c4, and an axial limiting structure is arranged between the roller fixing piece 2c1 and the limiting piece 2c3 or the supporting piece 2c4 and is used for transmitting force in the longitudinal direction of the vehicle. The roller contact element 2c2 is a wheel-shaped structure with a fixed shaft in the center, the roller contact element 2c2 cannot rotate around the fixed shaft, the roller contact element 2c2 rolls on the supporting element 2c4, the limiting element 2c3 limits the position of the roller contact element 2c2, and the fixed shaft of the roller contact element 2c2 is used for connecting the roller fixing element 2c1 and transmitting force. Specifically, the roller holder 2c1 has an inverted "U" shape in cross section, and two arms connected to the fixed shaft of the roller contact member 2c2 extend downward to sandwich the support member 2c4 therebetween, so that the force in the front-rear direction of the vehicle can be transmitted by the cooperation of the roller holder 2c1 with the support member 2c 4. The roller contact member 2c2 and the support member 2c4 are preferably engaged by a toothed engagement structure, the engagement being in one direction or multiple directions, so as to prevent slippage during rolling and to transmit force while rolling.
In addition, the swing device 2 further includes a damping mechanism for increasing damping to the side-to-side swing of the swing portion of the vehicle to increase stability of the dynamic balance manipulation, and the degree of the damping by the damping mechanism is limited to the manipulation without losing the dynamic balance of the swing portion of the vehicle. The damping mechanism can adopt the forms of a damping spring, a damping block and the like, wherein a damping block form damping mechanism is shown in fig. 12, as shown in fig. 12, the damping block 2a4 is hooped on the rotating shaft 2a3 by upper and lower hoops and is tightly regulated by a fastener, and the hoops are fixed on the chassis 3, so that the swinging of the car body 1 can obtain certain damping.
As shown in fig. 1, 4 and 6, in the present embodiment, it is desirable that the swing axis z1 of the swing device 2 passes through the front wheel 01 touchdown point of the vehicle body 1. In fact, due to the pressure variation of the tires of the wheels and the variation of the damping and cushioning system of the vehicle, particularly in the empty and loaded and different load states of the vehicle, the damping and cushioning system of the vehicle may vary significantly, which may cause the swing axis z1 to pass through the front wheel contact point inaccurately and fixedly, but to form an angle (the angle formed by the connecting line of the center of the swing device 2 and the front wheel contact point and the swing axis z1), and the different load of the vehicle may cause the angle to vary differently. This upward or downward angling has the effect of turning the faucet over "too" or over "too" sink "and can therefore also be used intentionally. As another embodiment, the swing axis z1 of the swing device 2 is located within a small angle range above or below the line connecting the swing center of the swing device 2 and the contact point of the front wheel 01 of the vehicle body 1. The invention considers that the included angle is not suitable to be too large, and is recommended to be within 5 degrees and not to exceed 10 degrees, otherwise, the dynamic balance control is seriously disturbed. The arrangement of the swing axis z1 (i.e. the installation position of the swing device 2) is not random, and is a principle that improper arrangement can directly affect the safe use of the balance car, and the principle is as follows: the intersection point formed by the longitudinal central plane when the vehicle body 1 swings to the maximum angle, the cross section where the gravity center of the whole vehicle is located and three sides of the ground is located in a polygonal area formed by connecting the contact points of adjacent wheels, and the farther the intersection point is from the boundary of the polygonal area, the better the intersection point is (as in the previous conclusions 2.1 and 2.2).
In order to further improve the fault-tolerant characteristic of the dynamic balance vehicle with the wheel cross arrangement, the front wheel 01 can adopt a double-wheel structure in the embodiment. As shown in fig. 22, the front wheel 01 of the vehicle body 1 is an integrally steering type two-wheel steering apparatus which includes two wheels that steer around the center of the line connecting their axes and are always kept in contact with the ground. The design of the integrated steering type double-wheel steering front wheel is adopted, so that the efficient steering is kept, two-point support is provided, the absolute fault-tolerant area, the fault-tolerant arc line and the fault-tolerant angle of the dynamic balance car can be further enlarged, and the fault-tolerant characteristic is further improved. The specific structural form of the above-mentioned integral steering type double-wheel steering device is the prior art, and is not described herein again.
In the dynamic balance vehicle with the crisscross arrangement of the wheels, when the electronic balance control system is used to make the swinging part of the vehicle in a dynamic balance state, the electronic balance control system can adopt a gyroscope electronic balance control system in the prior art, and the gyroscope electronic balance system is used to assist the dynamic balance of the vehicle body 1 or the gyroscope electronic balance system is used to complete the dynamic balance of the vehicle body 1. The control principle of the electronic gyroscope balance system is different from the balance control of a person, the electronic gyroscope balance system can enable a vehicle body to still keep an upright state when the vehicle is static, and the balance control of the person needs to be adjusted by means of steering to obtain centrifugal force. The electronic balance control system of the gyroscope is already commonly applied to the balance car, and the specific working principle of the electronic balance control system of the gyroscope is not explained herein.
[ example 2]
The embodiment is a specific implementation mode that the body of the dynamic balance vehicle does not comprise wheels.
The basic structure and the working principle of the dynamic balance vehicle with the crisscross-shaped wheels are the same as those of the dynamic balance vehicle in the embodiment 1, and the difference is that:
in the embodiment, the swinging part of the vehicle is a vehicle body 1, the non-swinging part of the vehicle is a vehicle chassis 3, the connecting device of the vehicle body 1 and the vehicle chassis 3 is a swinging device 2, and the vehicle body 1 is arranged on the vehicle chassis 3 through the swinging device 2; the front wheels 01, the rear wheels 03 and the two side wheels 02 are all arranged on the chassis 3, namely the vehicle body 1 does not contain wheels, the chassis 3 contains all wheels, and the vehicle body 1 is completely supported by the chassis 3 through the swinging device 2; the vehicle body 1 can swing relative to the vehicle chassis 3 in the vertical direction of vehicle travel, so that the vehicle body 1 can stand on the vehicle chassis 3 in a dynamic balance manner without any external force during running. The swinging of the vehicle body 1 does not generate swinging or inclination of any wheel relative to the ground, and the swinging axis z1 of the swinging of the vehicle body 1 is fixed relative to the vehicle chassis 3 or moves in a certain range along with the swinging motion; the steering operation of the vehicle is transmitted from the vehicle body 1, the steering is realized by the steering wheels transmitted to the vehicle chassis 3 through the steering transmission device 4, the steering transmission device 4 is a device which enables the swinging of the vehicle body 1 and the steering transmission of the vehicle not to be influenced mutually, the vehicle body 1 can swing simultaneously in the steering transmission process, the steering transmission does not influence the swinging of the vehicle body 1, and the swinging of the vehicle body 1 does not influence the steering transmission.
According to the dynamic balance vehicle with the cross-shaped wheels, the steering wheels are in transmission connection with the steering handle 12 through the steering transmission device 4, the indirect steering belongs to the indirect steering, the indirect steering has the intermediate link of steering transmission, so that the problems of steering response delay, reversing gap, inaccurate steering and the like can be caused, and the realization and the stability of dynamic balance can be directly influenced due to the problems. When the steering operation side (located in the vehicle body 1, such as the steering handle 12) swings relative to the steering wheel, an indirect steering mode, especially a dynamic balance vehicle, must be adopted, the swing cannot be influenced by the steering movement, otherwise the dynamic balance cannot be realized. In the above embodiment 1, the front wheel 01 belongs to the vehicle body 1, there is no swing of the steering operation side with respect to the steered wheels, and the swing axis is below the steered wheels, so that the swing is not affected by the steering; the front wheel 01 of the present embodiment belongs to the chassis 3, so that a direct steering mode cannot be adopted. In order to realize that the steering operation of the vehicle and the swinging of the vehicle do not interfere with each other, the steering transmission device 4 preferably adopts a flexible transmission type steering transmission device, one end of the flexible transmission type steering transmission device is installed on a steering mechanism of the vehicle body 1, the other end of the flexible transmission type steering transmission device is installed on the vehicle chassis 3 and is in transmission connection with a steering wheel on the vehicle chassis 3, and the flexible transmission type steering transmission device is provided with a flexible transmission mechanism which can freely bend along with the swinging of the vehicle body 1 between the vehicle body 1 and the vehicle chassis 3. The flexible transmission mechanism can freely bend along with the swinging or the inclination of the part of the vehicle containing the steering control relative to the part of the vehicle containing the steering wheel, so that the steering motion of the vehicle and the swinging or the inclination motion of the vehicle are not influenced mutually, a feasible technical idea is provided for realizing dynamic balance of the non-integrally steered dynamic balance vehicle, the swinging and the steering motions of the dynamic balance vehicle are independent, and the dynamic balance control of the vehicle is more free.
As shown in fig. 19, the flexible transmission mechanism includes a steel wire traction device 41, a steel wire 42, a sleeve 43, an initial end sleeve fixing device 44, a terminal end sleeve fixing device 45 and a passive traction device 46, the steel wire traction device 41 is installed on the vehicle body 1 and is in transmission connection with the steering handle 12 of the vehicle, the initial end of the steel wire 42 is fixed on the steel wire traction device 41, the terminal end is fixed on the passive traction device 46, the sleeve 43 is sleeved outside the steel wire 42, one end of the sleeve 43 is fixed on the vehicle body 1 through the initial end sleeve fixing device 44, the other end of the sleeve 43 is fixed on the vehicle chassis 3 through the terminal end sleeve fixing device 45, and the passive traction device 46 is installed on the vehicle chassis 3 and is in transmission connection with the steering wheel. The steel wire 42 is arranged in the sleeve 43 as a wire core, the steel wire 42 can axially slide back and forth relative to the sleeve 43, the steel wire 42 and the sleeve 43 form a flexible steel wire sleeve pipe capable of being bent together, the steel wire 42 and the sleeve 43 are both flexible and can be bent together, and the section of the sleeve 43 is hardly deformed during bending, so that the sliding of the steel wire 42 in the sleeve 43 is not influenced, and the steel wire sleeve pipe can have two movements which do not interfere with each other.
Specifically, the wire traction device 41 is fixed to the shaft of the steering handle 12, and the passive traction device 46 is fixed to the steering rotation shaft 32 of the front wheel 01. When the steering handle 12 is steered, the steel wire traction device 41 is driven to rotate, so that a traction effect is generated on the steel wire 42, the steel wire 42 drives the driven traction device 46 to rotate, so that the steering rotating shaft 32 of the steering wheel rotates, the steering rotating shaft 32 generates push-pull movement on the steering wheel, and the direction control of the steering wheel is realized; the wire 42 and the sleeve 43 are arranged in pair and symmetrically, and when the steering handle 12 is turned left, the wire 42 on one side is pulled while the wire 42 on the other side is released, and when the steering handle 12 is turned right, the wire 42 on one side which was previously pulled is released and the wire 42 on one side which was previously released is pulled. The steering movement of the steering handle 12 relative to the body 1 is thus converted into a relative sliding movement of the wire 42 relative to the sleeve 43, the passive traction device 46 controlling the steering movement of the respective steering wheel in rotation under the traction transmitted by the wire 42. The contact surfaces of the steel wire traction device 41, the passive traction device 46 and the corresponding steel wire 42 are all in an arc-shaped structure, the circle center of the arc-shaped contact surface is the rotation center of the steel wire traction device 41 or the passive traction device 46, and the steel wire 42 is always pulled along the tangential direction of the arc-shaped contact surface.
When there is a second steered wheel, the steering operation is transmitted by the swing part of the vehicle to the second steered wheel also through the steering transmission device 4. As shown in fig. 20, the rear wheel 03 is in the form of a second steering wheel, and at this time, the steel wire traction device 41 is still fixed on the shaft of the steering handle 12, differently, the passive traction device 46 is fixed on the steering rotating shaft 32 of the rear wheel 03, the steering handle 12 rotates to drive the steel wire traction device 41 to rotate, the steel wire traction device 41 drives the passive traction device 46 to rotate through the flexible steel wire sleeve pipeline, and then drives the steering rotating shaft 32 of the rear wheel 03 to rotate, so as to realize the synchronous steering control of the rear wheel 03. As shown in fig. 21, it is a form that the side wheels 02 are the second steering wheels, and at this time, the wire traction device 41 is still fixed on the shaft of the steering handle 12, differently, two side wheels 02 are respectively mounted on the chassis frame 31 of the chassis 3 through the steering knuckles 49, two sets of steering knuckles 49 are connected through the tie rod 4A, the steering knuckle 49 on one side is connected with one end of the steering tie rod 48, the other end of the steering tie rod 48 is hinged with the steering arm 47, the steering arm 47 is rotatably mounted on the chassis frame 31 through the steering rotating shaft 32, and the passive traction device 46 is fixed on the steering rotating shaft 32; the steering handle 12 rotates to drive the steel wire traction device 41 to rotate, the steel wire traction device 41 drives the passive traction device 46 to rotate through the flexible steel wire sleeve pipeline, the passive traction device 46 drives the steering force arm 47 to swing, and then the steering knuckle 49 of the side wheel 02 is driven to rotate through the steering pull rod 48, so that synchronous steering control of the two side wheels 02 is achieved. Furthermore, it should be noted that there is a matching problem of the steering angle between the second steered wheel and the first steered wheel, and this matching relationship should be determined according to the geometrical relationship of their steering, which here can be achieved by the transmission ratio of the wire traction device 41 and the passive traction device 46.
Of course, the flexible transmission mode is used as a steering transmission device for indirect steering, the problem that the swinging and the steering do not interfere with each other can be well solved, but the flexible transmission mode is not in a unique form, and the steering transmission device can be used as long as the steering transmission is efficient, timely and accurate, the steering and the swinging do not interfere with each other, or although a certain correlation exists between the steering and the swinging, the correlation does not influence the realization and the stability of dynamic balance.
[ example 3]
The present embodiment is a specific embodiment in which the vehicle body of the dynamic balance vehicle includes a rear wheel.
The basic structure and the working principle of the dynamic balance vehicle with the crisscross-shaped wheels are the same as those of the dynamic balance vehicle in the embodiment 1, and the difference is that:
in the embodiment, the swinging part of the vehicle is a vehicle body 1, the non-swinging part of the vehicle is a vehicle chassis 3, the connecting device of the vehicle body 1 and the vehicle chassis 3 is a swinging device 2, and the vehicle body 1 is arranged on the vehicle chassis 3 through the swinging device 2; the rear wheel 03 is arranged on the vehicle body 1, the front wheel 01 and the two side wheels 02 are arranged on the vehicle chassis 3, the rear part of the vehicle body 1 is supported by the rear wheel 03 contacting the ground, and the front part of the vehicle body 1 is supported by the vehicle chassis 3 through the swinging device 2; the vehicle body 1 can swing relative to the vehicle chassis 3 and the ground in the vertical direction of the vehicle advancing, so that the vehicle body 1 can dynamically stand on the vehicle chassis 3 and the ground in a balanced manner without any external force in the running process; the rear wheels 03 swing along with the swinging of the vehicle body 1, and the swinging of the vehicle body 1 does not generate the swinging or the inclination of the front wheels 01 and the side wheels 02 relative to the ground; the steering operation of the vehicle is transmitted from the vehicle body 1, the steering is realized by the steering wheels transmitted to the vehicle chassis 3 through the steering transmission device 4, the steering transmission device 4 is a device which enables the swinging of the vehicle body 1 and the steering transmission of the vehicle not to be influenced mutually, the vehicle body 1 can swing simultaneously in the steering transmission process, the steering transmission does not influence the swinging of the vehicle body 1, and the swinging of the vehicle body 1 does not influence the steering transmission.
As can be seen from comparison with embodiment 1, the present embodiment is basically the same as embodiment 1 in terms of the swing mode, one is that only the front wheel 01 swings with the vehicle body 1, and the other is that only the rear wheel 03 swings with the vehicle body 1, so that the principle, the arrangement principle and the effect of the present embodiment are the same as those of embodiment 1 in the arrangement of the swing axis z1, and the description thereof will not be repeated.
Since the front wheels 01 are located on the chassis 3, a direct steering mode cannot be adopted. In order to realize that the steering operation of the vehicle and the swinging of the vehicle do not interfere with each other, the steering transmission device 4 is preferably a flexible transmission type steering transmission device, and as can be seen from the comparison of the embodiment 2, the steering mechanism of the embodiment is the same as the embodiment 2, so the detailed structure and the working principle are shown in the embodiment 2.
Both example 2 and example 3 employ indirect steering (i.e., non-integral steering), and the reasons and advantages of incorporating them in the present invention are described in detail in the foregoing, and will not be described again.
[ example 4]
For the cross-shaped dynamic balance vehicle with the front wheels 01 on the vehicle body 1 in the embodiment 1 and the cross-shaped dynamic balance vehicle with the rear wheels 03 on the vehicle body 1 in the embodiment 3, the swinging device 2 can transmit torque to the vehicle chassis 3, although the stress of the wheels on the vehicle chassis 3 can be purposefully distributed by using the torque change, the torque can be changed due to the deformation (caused by different loading conditions) of the damping and buffering device 35, and if the loading conditions of the vehicle are relatively stable, the change of the torque is not large and has no obvious adverse effect; if the load of the vehicle varies considerably, the result will be a large variation in the distribution of the forces to which the wheels on the chassis 3 are subjected, which will have a negative effect. In order to avoid the adverse effect of the above-mentioned torque, in addition to embodiment 1 or embodiment 3, the swing device 2 in this embodiment further has a longitudinal rotation axis z2, enabling the swing device 2 to rotate in the longitudinal plane of the vehicle, the longitudinal rotation axis z2 being perpendicular to the longitudinal plane of the vehicle, for preventing the swing device 2 from transmitting a torque in the longitudinal direction to the chassis 3. In this way, the distribution ratio of the forces of the chassis 3 to the wheels thereon is fixed, regardless of the influence of the changes of the vehicle shock absorber 35 on the swing axis z1, thereby also facilitating the design of the chassis 3 for bearing forces.
As shown in fig. 17, the swing device 2 in the present embodiment is a cross-axis swing device 2d, the cross-axis swing device 2d includes a cross member 2d1, a vehicle body connecting member 2d2, a swing shaft 2d3, a swing axial mount 2d4, a transverse shaft 2d5 and a transverse axial mount 2d6, the cross member 2d1 includes an upper hole and a lower hole, the axes of the upper hole and the lower hole are perpendicular to each other, the vehicle body connecting member 2d2 is on both sides of the upper hole of the cross member 2d1, the swing shaft 2d3 passes through the upper hole and the lower hole to form a hinge rotating structure, so that the vehicle body connecting member 2d2 can rotate around the axis of the swing shaft 2d3, and the swing axial mount 2d4 axially limits the vehicle body connecting member 2d2 to form a swing axis z 1; the transverse shaft 2d5 passes through the lower hole of the cross member 2d1, the cross member 2d1 can rotate around the transverse shaft 2d5, and the transverse axial fixing piece 2d6 axially limits the cross member 2d1 to form a longitudinal rotation axis z 2; the vehicle body connecting member 2d2 is connected to the vehicle body 1, and the lateral shaft 2d5 is connected to the vehicle chassis 3, so that the vehicle body 1 can swing about the swing shaft 2d3 and can rotate about the lateral shaft 2d5 with respect to the vehicle chassis 3 by the pivot cross 2 d. Fig. 27, 28 and 29 show the mounting position of the cross-pivot swing mechanism 2d on the vehicle, the transverse axle 2d5 being mounted on the chassis frame 31 of the vehicle chassis 3 by means of the swing mechanism bearing block assembly, so that the transverse axle 2d5 can rotate about its axis; the vehicle body connecting member 2d2 is fixedly connected to the vehicle body frame 11 of the vehicle body 1, thereby achieving swinging of the vehicle body 1 about the axis of the swinging shaft 2d 3.
Fig. 18 shows another oscillating device 2 with a longitudinal axis of rotation z2, namely the oscillating device 2 described above is given the function of longitudinal rotation by providing a rotatable support 25 on the basis of the bearing oscillating device 2a shown in fig. 11 and 12, the hinge oscillating device 2b shown in fig. 13 and 14, and the rolling oscillating device 2c shown in fig. 15 and 16. Taking fig. 18 as an example, a rolling type swinging device 2f including a rotatable support 25 is formed, the rotatable support 25 is mounted on a chassis frame 31 of the chassis 3, and other components of the rolling type swinging device 2f and the rolling type swinging device 2c are the same, so that the whole rolling type swinging device 2f can swing the vehicle body 1 and can rotate around the axis of the rotatable support 25 in the longitudinal direction of the vehicle. Likewise, the bearing-type oscillating device 2a and the hinge-type oscillating device 2b can be rotated in the longitudinal direction of the vehicle by adding such a rotatable mount 25.
Fig. 20 and 26 show a further embodiment of a pendulum device 2 with a longitudinal axis of rotation z2, i.e. the pendulum device 2 is a universal joint 2e, with which universal joint 2e two degrees of freedom of rotation in two directions can be achieved. One shaft of the universal joint 2e is fixedly connected with the vehicle body 1, the other shaft of the universal joint 2e is fixedly connected with a chassis frame 31 of the vehicle chassis 3, and the vehicle body 1 can swing along the left-right direction of the vehicle and rotate in the longitudinal plane of the vehicle relative to the vehicle chassis 3 through the universal joint 2 e; the universal joint 2e also enables the chassis 3 to follow the steering when the vehicle body 1 is steered. Because the universal joint is a mature product in the prior art, the structure of the swinging device 2 and the connecting structure of the swinging device 2, the vehicle body 1 and the vehicle chassis 3 can be greatly simplified by using the universal joint.
[ example 5]
From the foregoing, it can be seen that the smaller the mass of the non-swinging part of the vehicle, the more advantageous the control of the dynamic balance, i.e. the smaller the mass of the part of the chassis 3 that is desired to be, the better. Therefore, on the basis of the foregoing embodiments, in the present embodiment, the swing portion of the vehicle is provided with the on-swing-axle shock-absorbing buffer device 15, that is, the on-swing-axle shock-absorbing buffer device 15 may be provided between the vehicle body 1 and the swing device 2, at this time, the chassis 3 may not be provided with the shock-absorbing buffer device 35, and the impact and vibration generated by the ground to the wheels of the chassis 3 are absorbed by the on-swing-axle shock-absorbing buffer device 15 after passing through the chassis 3 and the swing device 2, as shown in fig. 25 and 26. By adopting the structural design, the structure of the non-swing part of the vehicle is simplified, the mass of the non-swing part of the vehicle is smaller, and the control on dynamic balance is more favorable.
Specifically, as shown in fig. 25, 26, 27 and 28, the shock absorbing and buffering device provided on the vehicle body 1 may be referred to as a swing axle upper shock absorbing and buffering device 15, a swing axle cantilever member 14 is mounted on a vehicle body frame 11 of the vehicle body 1 through a swing axle cantilever bearing assembly 13, the swing axle cantilever member 14 is mounted on a chassis frame 31 of the vehicle chassis 3 through the swing device 2, one end of the swing axle upper shock absorbing and buffering device 15 is hinged on the swing axle cantilever member 14, and the other end of the swing axle upper shock absorbing and buffering device 15 is hinged on the vehicle body frame 11, so that the impact and vibration generated by the ground to the wheels of the vehicle chassis 3 are absorbed by the swing axle upper shock absorbing and buffering device 15 after passing through the vehicle chassis 3 and the swing device 2, and the structure of the vehicle chassis 3 is simplified.
[ example 6]
From the foregoing, when the ratio λ of the distance k between the axes of the front wheel 01 and the side wheel 02 to the distance l between the axes of the front wheel 01 and the rear wheel 03 is small (e.g., λ ≦ 0.2), the static safety line is short, the safety under light braking is not high, and the fault-tolerant characteristic is as shown in the left diagram of fig. 10 (see the foregoing for safety analysis). Referring to the right drawing of fig. 10 in combination with fig. 27 to 30, in order to improve the safety in the static and light braking states, on the basis of the foregoing embodiment, in the dynamic balance car with the crisscross arrangement of the wheels according to the present embodiment, the swing portion of the car includes the auxiliary support devices 16, the auxiliary support devices 16 are disposed on both sides of the car and can be retracted, and during parking or driving, the driver operates the auxiliary support devices 16 to lower down and touch the ground to realize auxiliary support, and auxiliary braking can be performed at the same time; when the auxiliary support is not needed, the driver can recover and control the auxiliary support device 16 to retract the auxiliary support device.
As shown in fig. 30, the auxiliary supporting device 16 comprises an auxiliary supporting member 161, a control wire 162, a wire end controlled member 163, an auxiliary supporting bearing assembly 164 and a spring return mechanism 165, wherein the beginning end of the control wire 162 is fixed to the operating mechanism of the rider and the end thereof is fixed to the wire end controlled member 163; the auxiliary support member 161 and the wire end-controlled member 163 are fixed to an auxiliary support bearing assembly 164, and the spring return mechanism 165 has one end fixed to the vehicle body frame 11 and the other end fixed to the auxiliary support member 161. When the rider pulls the control wire 162 by operating the operating mechanism, the control wire 162 pulls the wire end controlled member 163 to rotate around the axis of the auxiliary support bearing assembly 164, and further, the outer end of the auxiliary support member 161 fixedly connected to the auxiliary support bearing assembly 164 is rotated to the ground contacting state, thereby achieving the auxiliary support; when the rider releases the pulling of the control wire 162, the auxiliary support member 161 is restored to the retracted state by the spring force of the spring return mechanism 165; if the auxiliary support is contacted with the ground during the running process of the vehicle, the auxiliary support is realized, and the auxiliary brake of the vehicle is realized at the same time.
In the present embodiment, the rear wheel 03 is used as a driving wheel, the in-wheel motor is used as the power unit 36, and the two side wheels 02 are universal wheels.
In addition to the above description, the absence of references to the brake system and other parts of the vehicle does not represent that the cross-shaped dynamic balance vehicle of the present invention does not have these parts, but they are not an inventive step in the present invention. The brake system can be a system of the existing electric vehicle or motorcycle, and the transmission system of the brake is flexible, so that the swing of the vehicle body relative to the chassis of the vehicle is not influenced; similar other related components can also be easily achieved without affecting the swinging of the vehicle body relative to the vehicle chassis, and are not described in detail herein.
The carriage can be totally enclosed so as to achieve the purposes of completely shielding wind and rain, preventing sun and cold and protecting drivers; the carriage may of course also be semi-enclosed, open, or in a reduced form without a carriage at all, etc.; the simple front and rear wheel track of the cross-shaped dynamic balance vehicle can be less than 1.1 m, the side wheel track is less than 0.5 m, and the size of the cross-shaped dynamic balance vehicle is basically equal to that of a two-wheel vehicle.
The dynamic balance vehicle with the wheels arranged in the cross shape solves the contradiction between the speed and the stability (easy rollover) of the traditional small four-wheeled vehicle, solves the problem of low braking safety performance of the dynamic balance vehicle with the three wheels, solves the problem of high-efficiency steering of the dynamic balance four-wheeled vehicle, and has higher practical value in the dynamic balance technology. Specifically, on the basis of giving full play to the advantages of compact structure, flexible driving and the like before and after the layout of the cross wheels, the fault-tolerant characteristic (braking safety) of the dynamic balance vehicle can be improved by further optimization design of the layout of the cross wheels under the condition that the dynamic balance of the vehicle is not influenced and the static safety of the vehicle is considered, so that the cross dynamic balance vehicle is well considered in the structural design of the vehicle and the static and dynamic performances of the vehicle, and a small-sized city commuting tool which is higher in safety reliability and economical efficiency and more convenient to realize is obtained. Meanwhile, through the layout of the cross wheels, a front wheel direct steering system serving as a steering wheel can be reserved in the cross dynamic balance vehicle, and the hysteresis-free high-efficiency steering function of the dynamic balance vehicle is realized by a very simple and economic means, so that the optimal control experience and driving safety are obtained, and the practicability of the dynamic balance vehicle is greatly improved.
Claims (16)
1. The utility model provides a dynamic balance car that wheel cross was arranged which characterized in that: the swing part of the vehicle can swing along the vertical direction of the vehicle travelling relative to the non-swing part of the vehicle, and the swing is unstable swing so as to realize dynamic balance in the running process of the vehicle;
the whole dynamic balance vehicle comprises a front wheel (01), side wheels (02) and a rear wheel (03), wherein the front wheel (01) is arranged at the front part of the dynamic balance vehicle, the rear wheel (03) is arranged at the rear part of the dynamic balance vehicle, and the side wheels (02) are positioned between the front wheel (01) and the rear wheel (03) and are arranged at the left side and the right side of the dynamic balance vehicle to form a cross-shaped wheel arrangement structure; the distance between the axis of the front wheel (01) and the axis of the rear wheel (03) is l, the distance between the axis of the front wheel (01) and the axis of the side wheel (02) is k, and the ratio of k to l is 0-0.8, so that the brake safety as high as possible is obtained under the conditions of not influencing the dynamic balance of the vehicle and considering the static safety of the vehicle;
the swing part of the vehicle can stand in a dynamic balance state without any external force in the driving process, a main body which senses the dynamic balance state and then adjusts and maintains the dynamic balance state is a driver or an electronic balance control system, and the driver uses the self balance sensing and control action of a human body to enable the swing part of the vehicle to stand in the dynamic balance state in the driving process or the electronic balance control system to enable the swing part of the vehicle to stand in the dynamic balance state.
2. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the swing part of the vehicle is a vehicle body (1), the non-swing part of the vehicle is a vehicle chassis (3), a connecting device of the vehicle body (1) and the vehicle chassis (3) is a swing device (2), and the vehicle body (1) is arranged on the vehicle chassis (3) through the swing device (2);
the front wheels (01) are arranged on the vehicle body (1), the rear wheels (03) and the two side wheels (02) are arranged on the vehicle chassis (3), the front part of the vehicle body (1) is supported by the front wheels (01) in a grounding way, and the rear part of the vehicle body (1) is supported by the vehicle chassis (3) through the swinging device (2);
the vehicle body (1) can swing relative to the vehicle chassis (3) and the ground in the vertical direction of vehicle advancing, so that the vehicle body (1) can dynamically stand on the vehicle chassis (3) and the ground in a balanced manner without any external force in the running process; the front wheels (01) swing along with the swinging of the vehicle body (1), and the swinging of the vehicle body (1) cannot generate the swinging or the inclination of the rear wheels (03) and the side wheels (02) relative to the ground.
3. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the swing part of the vehicle is a vehicle body (1), the non-swing part of the vehicle is a vehicle chassis (3), a connecting device of the vehicle body (1) and the vehicle chassis (3) is a swing device (2), and the vehicle body (1) is arranged on the vehicle chassis (3) through the swing device (2);
the front wheels (01), the rear wheels (03) and the two side wheels (02) are all arranged on the chassis (3), and the vehicle body (1) is completely supported by the chassis (3) through the swinging device (2); the vehicle body (1) can swing relative to the vehicle chassis (3) in the vertical direction of vehicle advancing, so that the vehicle body (1) can dynamically stand on the vehicle chassis (3) in a balanced manner without any external force during running; the oscillation of the body (1) does not produce any oscillation or inclination of the wheels with respect to the ground;
the steering operation of the vehicle is sent out from the vehicle body (1), the steering is realized by the steering wheels which are transmitted to the vehicle chassis (3) through the steering transmission device (4), the steering transmission device (4) is a device which enables the swinging of the vehicle body (1) and the steering transmission of the vehicle not to influence each other, the vehicle body (1) can swing simultaneously in the steering transmission process, the steering transmission does not influence the swinging of the vehicle body (1), and the swinging of the vehicle body (1) does not influence the steering transmission.
4. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the swing part of the vehicle is a vehicle body (1), the non-swing part of the vehicle is a vehicle chassis (3), a connecting device of the vehicle body (1) and the vehicle chassis (3) is a swing device (2), and the vehicle body (1) is arranged on the vehicle chassis (3) through the swing device (2);
the rear wheels (03) are arranged on the vehicle body (1), the front wheels (01) and the two side wheels (02) are arranged on the vehicle chassis (3), the rear part of the vehicle body (1) is supported by the rear wheels (03) in a grounding way, and the front part of the vehicle body (1) is supported by the vehicle chassis (3) through the swinging device (2);
the vehicle body (1) can swing relative to the vehicle chassis (3) and the ground in the vertical direction of vehicle advancing, so that the vehicle body (1) can dynamically stand on the vehicle chassis (3) and the ground in a balanced manner without any external force in the running process; the rear wheels (03) swing along with the swinging of the vehicle body (1), and the swinging of the vehicle body (1) cannot generate the swinging or the inclination of the front wheels (01) and the side wheels (02) relative to the ground;
the steering operation of the vehicle is sent out from the vehicle body (1), the steering is realized by the steering wheels which are transmitted to the vehicle chassis (3) through the steering transmission device (4), the steering transmission device (4) is a device which enables the swinging of the vehicle body (1) and the steering transmission of the vehicle not to influence each other, the vehicle body (1) can swing simultaneously in the steering transmission process, the steering transmission does not influence the swinging of the vehicle body (1), and the swinging of the vehicle body (1) does not influence the steering transmission.
5. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the front wheels (01) are steering wheels, and when the two side wheels (02) are directional wheels, the rear wheels (03) are universal wheels or second steering wheels; when the rear wheel (03) is a directional wheel, the two side wheels (02) are universal wheels or second steering wheels; and when the second steering wheel exists, the steering operation is transmitted to the second steering wheel by the swing part of the vehicle through a steering transmission device (4), the steering transmission device (4) is a device which enables the swing of the swing part of the vehicle and the steering transmission of the vehicle not to influence each other, the swing part of the vehicle can swing at the same time in the process of the steering transmission, the steering transmission does not influence the swing of the swing part of the vehicle, and the swing of the swing part of the vehicle does not influence the steering transmission.
6. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the swing device (2) adopts a rolling type swing device (2c), the rolling type swing device (2c) comprises a swing upper component and a swing lower component, the swing upper component is connected with a swing part of the vehicle, the swing lower component is connected with a non-swing part of the vehicle, the swing upper component is placed on the swing lower component in a rolling mode, and the swing upper component can roll back and forth on the swing lower component from side to side so as to form the left and right swing of the swing part of the vehicle relative to the non-swing part of the vehicle; the contact surfaces of the swing upper component and the swing lower component are provided with anti-slip structures or are made into meshed tooth structures.
7. A vehicle as claimed in claim 2, wherein the vehicle comprises: the front wheel (01) on the vehicle body (1) is an integrally steering type double-wheel steering device, the integrally steering type double-wheel steering device comprises two wheels, the two wheels steer around the center of the axis connecting line of the two wheels, and the two wheels are always kept in contact with the ground.
8. A vehicle according to claim 2 or 4, wherein the vehicle comprises: the swing axis (z1) of the swing device (2) passes through the contact point of the wheels contained in the vehicle body (1); or the swing axis (z1) of the swing device (2) is positioned in a small angle range above or below a connecting line of the swing center of the swing device (2) and the contact point of the wheels contained in the vehicle body (1); the swing axis (z1) is determined according to the principle that the intersection point formed by the longitudinal central plane, the cross section where the center of gravity of the whole vehicle is located and the three sides of the ground when the vehicle body (1) swings to the maximum angle is located in a polygonal area formed by connecting contact points of adjacent wheels, and the farther the intersection point is from the boundary of the polygonal area, the better the intersection point is.
9. A vehicle according to claim 2 or 4, wherein the vehicle comprises: the pendulum (2) also has a longitudinal axis of rotation (z2) which allows the pendulum (2) to rotate in the longitudinal plane of the vehicle, the longitudinal axis of rotation (z2) being perpendicular to the longitudinal plane of the vehicle and serving to prevent the pendulum (2) from transmitting a longitudinal torque to the chassis (3).
10. A vehicle as claimed in claim 9, wherein the vehicle comprises: pendulous device (2) are universal joint (2e), a axle of universal joint (2e) with automobile body (1) fixed connection, another axle of universal joint (2e) with vehicle chassis (3) fixed connection, automobile body (1) can be for vehicle chassis (3) along the left and right sides direction swing of car and in the longitudinal plane internal rotation of car through universal joint (2e), and this universal joint (2e) can also make vehicle chassis (3) follow when automobile body (1) turns to and turn to.
11. A vehicle according to claim 3 or 4 or 5, wherein the vehicle comprises: the steering transmission device (4) is a flexible transmission type steering transmission device, one end of the flexible transmission type steering transmission device is installed on a steering mechanism of the vehicle body (1), the other end of the flexible transmission type steering transmission device is installed on the vehicle chassis (3) and is in transmission connection with a steering wheel on the vehicle chassis (3), and the flexible transmission type steering transmission device is provided with a flexible transmission mechanism which can freely bend along with the swinging of the vehicle body (1) between the vehicle body (1) and the vehicle chassis (3).
12. A vehicle as claimed in claim 11, wherein the vehicle comprises: the flexible transmission mechanism comprises a steel wire traction device (41), a steel wire (42), a sleeve (43), an initial end sleeve fixing device (44), a terminal end sleeve fixing device (45) and a passive traction device (46), the steel wire traction device (41) is arranged on the vehicle body (1) and is in transmission connection with a steering handle (12) of the vehicle, the initial end of the steel wire (42) is fixed on a steel wire traction device (41), the terminal end is fixed on a passive traction device (46), the sleeve (43) is sleeved outside the steel wire (42), one end of the sleeve (43) is fixed on the vehicle body (1) through an initial sleeve fixing device (44), the other end of the sleeve (43) is fixed on the chassis (3) through a terminal sleeve fixing device (45), the passive traction device (46) is arranged on the chassis (3) and is connected to the steering wheel in a transmission way.
13. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the swing part of the vehicle is provided with a shock absorption and buffer device (15) on the swing shaft, and the shock absorption and buffer device (15) on the swing shaft is used for absorbing impact and vibration transmitted by the non-swing part of the vehicle.
14. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the connecting device of the swing part of the vehicle and the non-swing part of the vehicle further comprises a damping mechanism, the damping mechanism is used for increasing damping for the left-right swing of the swing part of the vehicle so as to increase the stability of dynamic balance control, and the degree of the damping increased by the damping mechanism is limited by the control without losing the dynamic balance of the swing part of the vehicle.
15. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the swing part of the vehicle comprises auxiliary supporting devices (16), the auxiliary supporting devices (16) are arranged on two sides of the vehicle and can be folded and unfolded, and in the parking or driving process, a driver operates the auxiliary supporting devices (16) to put down and touch the ground so as to realize auxiliary supporting and also can perform auxiliary braking; when the auxiliary support is not needed, the driver can recover and control the auxiliary support device (16) to retract the auxiliary support device.
16. The dynamic balance vehicle with the cruciform arrangement of the wheels as claimed in claim 1, wherein: the electronic balance control system is a gyroscope electronic balance control system.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111474646.XA CN114148441B (en) | 2021-12-06 | 2021-12-06 | Dynamic balance vehicle with crisscross wheels |
| PCT/CN2022/133350 WO2023103762A1 (en) | 2021-12-06 | 2022-11-22 | Dynamic balancing vehicle having wheels in cross-shaped arrangement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111474646.XA CN114148441B (en) | 2021-12-06 | 2021-12-06 | Dynamic balance vehicle with crisscross wheels |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114148441A true CN114148441A (en) | 2022-03-08 |
| CN114148441B CN114148441B (en) | 2023-10-27 |
Family
ID=80452516
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111474646.XA Active CN114148441B (en) | 2021-12-06 | 2021-12-06 | Dynamic balance vehicle with crisscross wheels |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN114148441B (en) |
| WO (1) | WO2023103762A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023103762A1 (en) * | 2021-12-06 | 2023-06-15 | 常州工程职业技术学院 | Dynamic balancing vehicle having wheels in cross-shaped arrangement |
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| CN201334055Y (en) * | 2008-10-17 | 2009-10-28 | 南京航空航天大学 | Four-wheel vehicle chassis |
| JP2010076545A (en) * | 2008-09-25 | 2010-04-08 | Honda Motor Co Ltd | Vehicle |
| CN106573517A (en) * | 2014-08-12 | 2017-04-19 | 大众汽车有限公司 | Motor vehicle |
| CN109398550A (en) * | 2018-12-07 | 2019-03-01 | 常州工程职业技术学院 | A kind of totally-enclosed man-machine joint balance car |
| CN211710984U (en) * | 2018-12-07 | 2020-10-20 | 常州工程职业技术学院 | Man-machine combined balance car |
| CN212637785U (en) * | 2020-09-27 | 2021-03-02 | 李遵富 | Vehicle steering control mechanism and motor vehicle |
| CN113165694A (en) * | 2018-12-03 | 2021-07-23 | 卡弗私营有限公司 | Self-balancing leaning vehicle with powered leaning members |
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| TWI346067B (en) * | 2003-12-19 | 2011-08-01 | Piaggio & C Spa | Four-wheeled vehicle |
| WO2017194686A1 (en) * | 2016-05-13 | 2017-11-16 | Brudeli Tech Holding As | Leaning vehicle |
| CN114148441B (en) * | 2021-12-06 | 2023-10-27 | 常州工程职业技术学院 | Dynamic balance vehicle with crisscross wheels |
-
2021
- 2021-12-06 CN CN202111474646.XA patent/CN114148441B/en active Active
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2022
- 2022-11-22 WO PCT/CN2022/133350 patent/WO2023103762A1/en unknown
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2010076545A (en) * | 2008-09-25 | 2010-04-08 | Honda Motor Co Ltd | Vehicle |
| CN201334055Y (en) * | 2008-10-17 | 2009-10-28 | 南京航空航天大学 | Four-wheel vehicle chassis |
| CN106573517A (en) * | 2014-08-12 | 2017-04-19 | 大众汽车有限公司 | Motor vehicle |
| CN113165694A (en) * | 2018-12-03 | 2021-07-23 | 卡弗私营有限公司 | Self-balancing leaning vehicle with powered leaning members |
| CN109398550A (en) * | 2018-12-07 | 2019-03-01 | 常州工程职业技术学院 | A kind of totally-enclosed man-machine joint balance car |
| CN211710984U (en) * | 2018-12-07 | 2020-10-20 | 常州工程职业技术学院 | Man-machine combined balance car |
| CN212637785U (en) * | 2020-09-27 | 2021-03-02 | 李遵富 | Vehicle steering control mechanism and motor vehicle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023103762A1 (en) * | 2021-12-06 | 2023-06-15 | 常州工程职业技术学院 | Dynamic balancing vehicle having wheels in cross-shaped arrangement |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2023103762A1 (en) | 2023-06-15 |
| CN114148441B (en) | 2023-10-27 |
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