CN209938762U - Anti-tip rebalance system for a vehicle - Google Patents

Abstract

The utility model discloses a prevent tilting rebalance system again for vehicle is provided, including the car main part, be equipped with on the car main part and turn to device, frame and spring bracket, still include controlling means and balancing unit, controlling means installs in the car main part and is connected with the device transmission that turns to. The system adopts a linkage mode of the control device and the steering device of the vehicle main body to actively control the balancing device so as to realize the active control of the balance of the vehicle. In the control device, the screw rod drives the sliding block to perform vertical lifting motion on the screw rod through forward and reverse rotation, so that the sliding block can actively control the balance device through the first transmission mechanism or the second transmission mechanism, and the first buffer rope and the second buffer rope in the balance device are actively stretched from the past, so that a vehicle stably moves forwards.

Description

Anti-tip rebalance system for a vehicle

Technical Field

The utility model relates to an automobile auxiliary assembly technical field, in particular to prevent inclining rebalance system again for vehicle.

Background

Nowadays, automobiles become an important vehicle for transportation. However, when the automobile is under a load-bearing condition and turns, the centrifugal force may cause the body and the compartment to tilt to one side, which may cause a rollover risk in a serious situation.

Patent CN201820630614.1 discloses an anti-tilt rebalance structure for vehicle, which is characterized in that when the vehicle tilts, a pulley block moves along with a vehicle frame, so that a buffer device is in a stretching state, and the buffer device in the stretching state has a reaction force which can restore the tilted vehicle to a balanced state. However, the balancing function in the scheme is very passive, and can be triggered only when the vehicle inclines, so that the effect is not obvious and unstable.

Therefore, in order to improve the rebalancing performance of the vehicle, it is necessary to provide a technical solution for actively promoting the running balance of the vehicle.

SUMMERY OF THE UTILITY MODEL

According to an aspect of the utility model, an aspect provides an anti-tilting rebalance system for vehicle, including the car main part, be equipped with on the car main part and turn to the device, frame and spring bracket, still include controlling means and balancing unit, controlling means installs in the car main part and is connected with turning to the device transmission, balancing unit installs between frame and spring bracket, controlling means includes the mounting bracket, the screw rod, the slider, first drive mechanism and second drive mechanism, the screw rod is rotatably installed on the mounting bracket, the slider is installed on the screw rod, and be equipped with on the slider with screw rod complex screw thread, first drive mechanism and second drive mechanism establish respectively on the mounting bracket, lower both ends, the slider passes through first drive mechanism and balancing unit's one end and connects, the slider passes through the other end connection of second drive mechanism and balancing unit.

The utility model discloses an in the anti-tilt rebalance system mainly used vehicle, its function is for preventing that the vehicle from turning, jolting the highway section and taking place the slope, can guarantee the balance of vehicle in bad highway section. The utility model is linked with the steering device of the vehicle main body by arranging the control device, namely when the vehicle main body turns right, the screw rotates clockwise; when the vehicle body turns left, the screw rotates anticlockwise. The screw rod drives the sliding block to vertically lift on the screw rod through forward and reverse rotation, so that the sliding block can actively control the balancing device through the first transmission mechanism or the second transmission mechanism, and the vehicle can stably move forwards.

In some embodiments, the control device further comprises a limiting rod, wherein two sides of the mounting frame are provided with limiting grooves, the limiting rod is fixed on two sides of the sliding block, and the limiting rod is matched with the limiting grooves.

From this, the gag lever post can carry out spacingly to the slider, restricts its horizontal rotation's degree of freedom for the slider can just can only reciprocate.

In some embodiments, the first transmission mechanism comprises a first transmission wheel, a first slide bar and a first transmission belt, one end of the first transmission belt is connected with the slide block, and the other end of the first transmission belt bypasses the first transmission wheel and is connected with the first slide bar; one end of a second transmission belt is connected with the sliding block, the second transmission mechanism comprises a second transmission wheel, a second sliding rod and a second transmission belt, and the other end of the second transmission belt is connected with the second sliding rod by bypassing the second transmission wheel.

Therefore, the sliding block pulls the first sliding rod and the second sliding rod to slide forwards and backwards by pulling the first transmission belt or the second transmission belt, so that the balance device is actively controlled, and the anti-inclination function of the balance device is actively triggered.

In some embodiments, a left fixing column and a right fixing column are arranged on the spring support, a first guide wheel is arranged at one end of the left fixing column, a second guide wheel is arranged at one end of the right fixing column, the balancing device comprises an assembly pulley, a first buffering rope and a second buffering rope, one end of the first buffering rope is fixedly connected with one end of the right fixing column, the assembly pulley is sequentially wound at the other end of the first buffering rope, the first guide wheel is connected with a first sliding rod, one end of the second buffering rope is fixedly connected with one end of the left fixing column, the assembly pulley is sequentially wound at the other end of the second buffering rope, and the second guide wheel is connected with a second sliding rod.

From this, assembly pulley, first buffering rope, second buffering rope do and prevent the effect of inclining, and first leading wheel and second leading wheel are as the installation and the direction of first buffering rope, second buffering rope, the direction of connection of first buffering rope, second buffering rope of conversion to guarantee that first buffering rope, second buffering rope can full play balance function.

In some embodiments, the pulley block comprises an upper left pulley, a lower left pulley, an upper right pulley and a lower right pulley, the first buffer rope sequentially passes around the lower right pulley, the upper left pulley and the first guide wheel, and the second buffer rope sequentially passes around the lower left pulley, the upper right pulley and the second guide wheel.

Therefore, the pulley block comprises four pulleys, and the direction of the force is changed by the pulley block, so that the anti-tilting rebalance structure for the vehicle in the scheme realizes the anti-rollover function.

In some embodiments, the anti-tip rebalance system for a vehicle further comprises a third guide wheel mounted on the left stationary pillar; the second buffer rope sequentially bypasses the left lower pulley, the right upper pulley, the second guide wheel and the third guide wheel.

From this, third leading wheel, fourth leading wheel are used for converting the direction of connection of first buffering rope, second buffering rope, can avoid first buffering rope, second buffering rope to drop.

In some embodiments, the first cushion line comprises a first messenger line and a first cushion spring, the first cushion spring disposed on the first messenger line; the second buffer rope comprises a second bearing rope and a second buffer spring, and the second buffer spring is arranged on the second bearing rope.

Therefore, when the vehicle rolls over, the buffer spring on one buffer rope is in a stretching state, and the restoring tension of the buffer spring can enable the inclined vehicle to restore to a balance state.

In some embodiments, the first drive wheel and the second drive wheel are both sprockets and the first drive belt and the second drive belt are chains.

Therefore, the transmission mode of the chain wheel and the chain has the characteristics of compact and simple structure, stable transmission, convenient installation and maintenance, reliable work and the like.

In some embodiments, the first transmission wheel and the second transmission wheel are pulleys, and the first transmission belt and the second transmission belt are steel ropes.

Thus, the steel cord has high tensile strength and toughness, and the steel cord is suitably surface-treated to meet the requirements of different use environment conditions.

The utility model has the advantages that: the system adopts a linkage mode of the control device and the steering device of the vehicle main body to actively control the balancing device so as to realize the active control of the balance of the vehicle. In the control device, the screw rod drives the sliding block to perform vertical lifting motion on the screw rod through forward and reverse rotation, so that the sliding block can actively control the balance device through the first transmission mechanism or the second transmission mechanism, and the first buffer rope and the second buffer rope in the balance device are actively stretched from the past, so that a vehicle stably moves forwards.

Drawings

Fig. 1 is a schematic perspective view of an anti-tilt rebalance system for a vehicle according to an embodiment of the present invention.

FIG. 2 is a side view schematic of the anti-tip rebalance system for a vehicle shown in FIG. 1.

Fig. 3 is a perspective view illustrating a control device in the anti-tilt rebalance system for a vehicle shown in fig. 1.

Fig. 4 is a partial structure of the control device shown in fig. 3.

Fig. 5 is a plan view schematically illustrating an installation state of a balancing apparatus in the anti-tilt rebalance system for a vehicle shown in fig. 1.

Fig. 6 is a plan view schematically illustrating the installation state of a control device in the anti-tilt rebalance system for a vehicle shown in fig. 1.

Fig. 7 is a schematic structural view of the inclined state shown in fig. 5.

Reference numbers in the figures: 1-vehicle body, 2-steering device, 21-steering wheel, 22-steering shaft, 23-wheelbase sensor, 24-speed reducing mechanism, 25-rack-and-pinion steering gear, 3-vehicle frame, 4-spring support, 41-left fixed column, 411-first guide wheel, 412-third guide wheel, 42-right fixed column, 421-second guide wheel, 5-control device, 51-mounting rack, 511-limit groove, 52-screw, 53-slide block, 54-first transmission mechanism, 541-first transmission wheel, 542-first slide bar, 543-first transmission belt, 55-second transmission mechanism, 551-second transmission wheel, 552-second slide bar, 553-second transmission belt, 56-limit bar, 57-bearing group, 6-balancing device, 61-pulley block, 611-upper left pulley, 612-lower left pulley, 613-upper right pulley, 614-lower right pulley, 62-first buffer rope, 621-first bearing rope, 622-first buffer spring, 63-second buffer rope, 631-second bearing rope, 632-second buffer spring, 64-anti-drop spring group,

Detailed Description

Example one

The present invention will be described in further detail with reference to the accompanying drawings.

Fig. 1-3 and 6 schematically show an anti-tilt rebalance system for a vehicle according to an embodiment of the present invention, including a vehicle body 1, the vehicle body 1 being provided with a steering device 2, a frame 3 and a spring bracket 4, and further including a control device 5 and a balancing device 6; the control device 5 is installed on the vehicle body 1 and is in transmission connection with the steering device 2, the balancing device 6 is installed between the vehicle frame 3 and the spring support 4, the control device 5 comprises an installation frame 51, a screw rod 52, a sliding block 53, a first transmission mechanism 54 and a second transmission mechanism 55, the screw rod 52 is rotatably installed on the installation frame 51 through a bearing set 57, the sliding block 53 is installed on the screw rod 52, threads matched with the screw rod 52 are arranged on the sliding block 53, the first transmission mechanism 54 and the second transmission mechanism 55 are respectively arranged at the upper end and the lower end of the installation frame 51, the sliding block 53 is connected with one end of the balancing device 6 through the first transmission mechanism 54, and the sliding block 53 is connected with the other end of the balancing device 6 through the second transmission mechanism 55. As shown in fig. 6, the steering device 2 includes a steering wheel 21, a steering shaft 22, a wheel base sensor 23, a speed reduction mechanism 24, and a rack-and-pinion steering gear 25, and a screw 52 is embedded in the steering shaft 22 and located between the torque sensor and the speed reduction mechanism 24; when the steering device 2 is rotated, the screw 52 can be rotated along with the steering device 2. In this embodiment, the screw thread of the screw 52 is a positive screw thread, that is, when the screw 52 rotates clockwise, the slider 53 moves upward; conversely, when the screw 52 rotates counterclockwise, the slider 53 moves downward.

The utility model discloses an in the anti-tilt rebalance system mainly used vehicle, its function is for preventing that the vehicle from turning, jolting the highway section and taking place the slope, can guarantee the balance of vehicle in bad highway section. In the utility model, the control device 5 is linked with the steering device 2 of the vehicle main body 1, namely when the vehicle main body 1 turns right, the screw rod 52 rotates clockwise; when the vehicle body 1 turns left, the screw 52 rotates counterclockwise. The screw 52 drives the slider 53 to vertically lift and lower on the screw 52 through forward and reverse rotation, so that the slider 53 can actively control the balancing device 6 through the first transmission mechanism 54 or the second transmission mechanism 55, and the vehicle can stably move forward.

Referring to fig. 3-4, the control device 5 further includes a limiting rod 56, two sides of the mounting bracket 51 are provided with limiting grooves 511, the limiting rod 56 is fixed on two sides of the sliding block 53, and the limiting rod 56 is matched with the limiting grooves 511. The stopper rod 56 can limit the slider 53 and restrict the degree of freedom of horizontal rotation thereof, so that the slider 53 can move only up and down.

The first transmission mechanism 54 in conjunction with fig. 3-4 includes two first transmission wheels 541, a first slide bar 542, and two first transmission belts 543. The two first rotating wheels are mounted at the upper end of the mounting frame 51 through a first fixed shaft, one end of a first transmission belt 543 is connected with the slider 53, and the other end of the first transmission belt 543 bypasses the first transmission wheel 541 to be connected with a first sliding rod 542; two second rotating wheels are mounted at the lower end of the mounting frame 51 through a second fixed shaft, one end of a second transmission belt 553 is connected with the slide block 53, the second transmission mechanism 55 comprises a second transmission wheel 551, a second sliding rod 552 and the second transmission belt 553, and the other end of the second transmission belt 553 is connected with the second sliding rod 552 by bypassing the second transmission wheel 551.

The slide 53 pulls the first driving belt 543 or the second driving belt 553 to pull the first sliding bar 542 and the second sliding bar 552 to slide forward and backward, so as to actively control the balancing device 6, and actively trigger the anti-tilting function of the balancing device 6.

Referring to fig. 1 and 5, a left fixing column 41 and a right fixing column 42 are arranged on the spring support 4, a first guide wheel 411 is arranged at one end of the left fixing column 41, a second guide wheel 421 is arranged at one end of the right fixing column 42, the balancing device 6 comprises a pulley block 61, a first buffering rope 62 and a second buffering rope 63, one end of the first buffering rope 62 is fixedly connected with one end of the right fixing column 42, the other end of the first buffering rope 62 sequentially bypasses the pulley block 61, the first guide wheel 411 is connected with a first sliding rod 542, one end of the second buffering rope 63 is fixedly connected with one end of the left fixing column 41, the other end of the second buffering rope 63 sequentially bypasses the pulley block 61, and the second guide wheel 421 is connected with a second sliding rod 552.

The assembly pulley 61, first buffering rope 62, second buffering rope 63 do and prevent the tilting effect, and first leading wheel 411 and second leading wheel 421 are used as the installation and the direction of first buffering rope 62, second buffering rope 63, change the direction of connection of first buffering rope 62, second buffering rope 63 to guarantee that first buffering rope 62, second buffering rope 63 can full play balanced function.

Referring to fig. 1 and 5, the balancing device 6 further includes an anti-falling spring assembly 64, the anti-falling spring assembly 64 is disposed on the frame, and the anti-falling spring is connected to the first buffer rope 62 and the second buffer rope 63 respectively. When the vehicle takes place to incline and turns on one's side, first buffering rope 62, second buffering rope 63 probably can break away from assembly pulley 61 and lead to this structure can't implement the function of preventing turning on one's side, and the anticreep spring is just to this, and the anticreep spring can prevent that first buffering rope 62, second buffering rope 63 from breaking away from assembly pulley 61, guarantees that this structure can implement the function of preventing turning on one's side.

Referring to fig. 1 and 5, the pulley block 61 includes a left upper pulley 611, a left lower pulley 612, a right upper pulley 613, and a right lower pulley 614. The left upper pulley 611 and the left lower pulley 612 are respectively installed at the left upper and lower ends of the rear surface of the frame 3, and the right upper pulley 613 and the right lower pulley 614 are respectively installed at the right upper and lower ends of the rear surface of the frame 3. The first buffer rope 62 sequentially bypasses the right lower pulley 614, the left upper pulley 611 and the first guide pulley 411 by taking the upper end of the right fixing column 42 as a starting point; the second buffer rope 63 sequentially passes around the left lower pulley 612, the right upper pulley 613 and the second guide pulley 421 with the upper end of the left fixing column 42 as a starting point. The pulley block 61 comprises four pulleys, and the direction of force is changed by the pulley block 61, so that the anti-tilting rebalance structure for the vehicle in the scheme realizes the anti-rollover function.

Referring to fig. 1 and 5, the anti-tilt rebalance system for a vehicle further includes a third guide wheel 412, the third guide wheel 412 being mounted on the left stationary pillar 41; the second buffer rope 63 sequentially passes around the left lower pulley 612, the right upper pulley 613, the second guide pulley 421 and the third guide pulley 412 with the upper end of the left fixing column 42 as a starting point. Third leading wheel 412, fourth leading wheel are used for converting the direction of connection of first buffering rope 62, second buffering rope 63, can avoid first buffering rope 62, second buffering rope 63 to drop.

Referring to fig. 1 and 5, the connection path of the first buffer string 62 is: the first buffer rope 62 is connected to the first sliding bar 542 through the right upper pulley 613, the left lower pulley 612 and the first guide pulley 411 in sequence from the upper end of the right fixed column 42; that is, the connection track of the second buffer cord 63 is: the second buffer rope 63 is connected to the second sliding rod 552 from the upper end of the left fixed column 41 through the left upper pulley 611, the right lower pulley 614, the second guide pulley 421 and the third guide pulley 412 in sequence.

With reference to fig. 1, the first cushion rope 62 includes a first messenger rope 621 and a first cushion spring 622, the first cushion spring 622 is disposed on the first messenger rope 621, in this embodiment, the first cushion spring 622 is installed on the first guide wheel 411-the first slide bar 542 segment of the first messenger rope 621; the second cushion rope 63 includes a second messenger rope 631 and a second cushion spring 632, the second cushion spring 632 is disposed on the second messenger rope 631, and in this embodiment, the second cushion spring 632 is mounted on the third guide wheel 412-the second slide bar 552 segment of the first messenger rope 621.

When the vehicle rolls over, the buffer spring on one buffer rope is in a stretching state, and the restoring tension of the buffer spring can enable the inclined vehicle to restore to a balance state.

In the present embodiment, the first driving wheel 541 and the second driving wheel 551 are both sprockets, and the first driving belt 543 and the second driving belt 553 are chains. The chain wheel-chain transmission mode has the characteristics of compact and simple structure, stable transmission, convenient installation and maintenance, reliable work and the like.

Example two

The present embodiment is substantially the same as the first embodiment, and the differences are:

in this embodiment, the first driving wheel 541 and the second driving wheel 551 are both pulleys, and the first driving belt 543 and the second driving belt 553 are steel ropes. The steel cord has high tensile strength and toughness, and is suitably surface-treated to meet the requirements of various use environment conditions.

The working method of the first embodiment is the same as that of the second embodiment, and specifically comprises the following steps:

as shown in fig. 1 and 7, the vehicle is taken as an example of a right lean occurring at a left turn.

When the vehicle runs on a straight line on a smooth road section, the vehicle is in a balanced state. The first cushion cord 62 and the second cushion cord 63 are in a half-stretched resting state, and the slider 53 is in a middle position of the screw 52.

When the vehicle needs to turn left, the vehicle can lean right. The rotating device rotates anticlockwise, and the screw 52 rotates anticlockwise to drive the sliding block 53 to move downwards; when the vehicle inclines, the buffer device of the first buffer rope 62 is stressed, the sliding block 53 actively pulls the first buffer rope 62, and the "sliding block 53 tension" and the "vehicle inclination force" simultaneously act on the first buffer spring 622, so that the first buffer spring 622 is in a stretching state, the first buffer spring 622 in the stretching state has a reaction force, and the reaction force can force the first buffer rope 62 to recover, so that the inclined vehicle can restore to a balance state.

The utility model has the advantages that: the system actively controls the balancing device 6 in a mode that the control device 5 is linked with the steering device 2 of the vehicle body 1 so as to realize the active control of the balance of the vehicle. In the control device 5, the screw 52 drives the slider 53 to vertically lift on the screw 52 through forward and reverse rotation, so that the slider 53 can actively control the balancing device 6 through the first transmission mechanism 54 or the second transmission mechanism 55, and the first buffer rope 62 and the second buffer rope 63 in the balancing device 6 are actively stretched from the past, so that the vehicle stably moves forward.

What has been described above are only some embodiments of the invention. For those skilled in the art, without departing from the inventive concept, several modifications and improvements can be made, which are within the scope of the invention.

Claims (9)

1. A anti-tilting rebalance system for vehicle, including car main part (1), be equipped with on car main part (1) and turn to device (2), frame (3) and spring bracket (4), its characterized in that still includes controlling means (5) and balancing unit (6), controlling means (5) are installed on car main part (1) and are connected with turning to device (2) transmission, balancing unit (6) are installed between frame (3) and spring bracket (4), controlling means (5) include mounting bracket (51), screw rod (52), slider (53), first drive mechanism (54) and second drive mechanism (55), screw rod (52) rotatably install on mounting bracket (51), slider (53) are installed on screw rod (52), and are equipped with the screw thread with screw rod (52) complex on slider (53), first drive mechanism (54) and second drive mechanism (55) are established respectively on mounting bracket (51), And the sliding block (53) is connected with one end of the balancing device (6) through a first transmission mechanism (54), and the sliding block (53) is connected with the other end of the balancing device (6) through a second transmission mechanism (55).

2. The anti-tilting rebalance system for vehicles according to claim 1, wherein the control device (5) further comprises a stopper rod (56), wherein both sides of the mounting bracket (51) are provided with a stopper groove (511), the stopper rod (56) is fixed to both sides of the slider (53), and the stopper rod (56) is engaged with the stopper groove (511).

3. The anti-tilt rebalance system for vehicles according to claim 1, wherein the first transmission mechanism (54) comprises a first transmission wheel (541), a first slide bar (542), and a first transmission belt (543), one end of the first transmission belt (543) is connected with the slider (53), and the other end of the first transmission belt (543) is connected with the first slide bar (542) by passing around the first transmission wheel (541); the second transmission mechanism (55) comprises a second transmission wheel (551), a second sliding rod (552) and a second transmission belt (553), one end of the second transmission belt (553) is connected with the sliding block (53), and the other end of the second transmission belt (553) is connected with the second sliding rod (552) by bypassing the second transmission wheel (551).

4. The anti-tilting rebalancing system for vehicle according to claim 3, wherein the spring bracket (4) is provided with a left fixed column (41) and a right fixed column (42), one end of the left fixed column (41) is provided with a first guide wheel (411), one end of the right fixed column (42) is provided with a second guide wheel (421), the balancing device (6) comprises a pulley block (61), a first buffer rope (62) and a second buffer rope (63), one end of the first buffer rope (62) is fixedly connected with one end of the right fixed column (42), the other end of the first buffer rope (62) sequentially bypasses the pulley block (61), the first guide wheel (411) is connected with the first sliding rod (542), one end of the second buffer rope (63) is fixedly connected with one end of the left fixed column (41), and the other end of the second buffer rope (63) sequentially bypasses the pulley block (61), and the second guide wheel (63), The second guide wheel (421) is connected with the second sliding rod (552).

5. The anti-tilt rebalance system for vehicles according to claim 4, wherein the pulley block (61) comprises an upper left pulley (611), a lower left pulley (612), an upper right pulley (613) and a lower right pulley (614), the first buffer rope (62) sequentially passes around the lower right pulley (614), the upper left pulley (611) and the first guide wheel (411), and the second buffer rope (63) sequentially passes around the lower left pulley (612), the upper right pulley (613) and the second guide wheel (421).

6. The anti-tip rebalance system for vehicles according to claim 5, further comprising a third guide wheel (412), said third guide wheel (412) being mounted on a left fixed pillar (41); the second buffer rope (63) sequentially passes around the left lower pulley (612), the right upper pulley (613), the second guide wheel (421) and the third guide wheel (412).

7. The anti-tilt rebalance system for vehicles according to claim 4, wherein the first buffer rope (62) comprises a first messenger rope (621) and a first buffer spring (622), the first buffer spring (622) being disposed on the first messenger rope (621); the second buffer rope (63) comprises a second force bearing rope (631) and a second buffer spring (632), and the second buffer spring (632) is arranged on the second force bearing rope (631).

8. The anti-tilt rebalancing system for vehicle according to any one of claims 3 to 7, wherein the first and second transmission wheels (541, 551) are sprockets, and the first and second transmission belts (543, 553) are chains.

9. The anti-tilt rebalancing system for vehicle according to any one of claims 3 to 7, wherein the first and second transmission wheels (541, 551) are pulleys, and the first and second transmission belts (543, 553) are steel cables.

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