CN211809002U - Bidirectional driving electric truck capable of automatically driving - Google Patents
Bidirectional driving electric truck capable of automatically driving Download PDFInfo
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- CN211809002U CN211809002U CN201922093012.4U CN201922093012U CN211809002U CN 211809002 U CN211809002 U CN 211809002U CN 201922093012 U CN201922093012 U CN 201922093012U CN 211809002 U CN211809002 U CN 211809002U
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Abstract
The utility model relates to an electric truck technical field, concretely relates to but two-way driving electric truck of autopilot. Including fixing the automatic driving controller on electric truck chassis, first driving motor, the second driving motor, first electric bridge and the second electric bridge of driving, first driving motor passes through the drive shaft and is connected with the transmission of first electric bridge of driving, the second driving motor passes through the drive shaft and is connected with the transmission of second electric bridge of driving, first electric bridge and the second electric bridge of driving set up the chassis both ends at electric truck respectively, the first vertical signal output part and the first driving motor electricity of automatic driving controller are connected, the vertical signal output part of second of automatic driving controller is connected with the second driving motor electricity. The cab can be eliminated by adopting a mode that the automatic driving controller autonomously controls the driving motor to drive the electric drive bridge to run, so that the freight volume is greatly improved.
Description
Technical Field
The utility model relates to an electric truck technical field, concretely relates to but two-way driving electric truck of autopilot.
Background
The existing electric truck usually adopts a structure that a cab and a container are combined to run, and a driver is required to drive the vehicle when goods are transported. This type of electric truck has a cargo box that is greatly reduced in size due to the large space occupied by the cab, and the cargo capacity of each truck is limited. Meanwhile, because the automatic driving can not be realized, the manpower is wasted.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a defect to prior art, but the two-way electric truck that traveles that the freight volume is big, need not to turn around autopilot.
The utility model adopts the technical proposal that: the utility model provides a but two-way electric truck that traveles of autopilot, is including fixing autopilot controller, first driving motor, second driving motor, first electric bridge and the second electric bridge of driving on the electric truck chassis, first driving motor drives the axle through the drive shaft and is connected with the transmission of first electric bridge of driving, second driving motor drives the axle transmission through drive shaft and second electric and is connected, first electric bridge and the second electric bridge of driving set up respectively at electric truck's chassis both ends, the first vertical signal output part and the first driving motor electricity of autopilot controller are connected, the vertical signal output part of second of autopilot controller is connected with the second driving motor electricity.
Preferably, the automatic steering system further comprises a first electric control hydraulic steering machine and a second electric control hydraulic steering machine, wherein the first electric control hydraulic steering machine and the second electric control hydraulic steering machine are respectively connected with a front steering shaft and a rear steering shaft of the electric truck, the first electric control hydraulic steering machine and the second electric control hydraulic steering machine are respectively fixed at two ends of the chassis, and a transverse control signal output end of the automatic driving controller is respectively electrically connected with transverse control signal receiving ends of the first electric control hydraulic steering machine and the second electric control hydraulic steering machine.
Preferably, the automobile driving monitoring system further comprises a sensing unit, a data output end of the sensing unit is electrically connected with a data input end of the automatic driving controller, and the sensing unit comprises a laser radar, an ultrasonic radar, a front-view camera and a side-view camera.
Preferably, the laser radar is a 16-line laser radar, and the number of the 16-line laser radars is 4, and the 16-line laser radars are respectively fixed at four corners of the electric truck.
Preferably, the number of the front-view cameras is 2, and the front-view cameras are respectively arranged at the front and the rear of the electric truck.
Preferably, the side cameras are 4, are respectively arranged on the front side, the rear side, the left side and the right side of the electric truck, and have downward lens directions.
Preferably, the number of the ultrasonic radars is 24, and the ultrasonic radars are uniformly arranged around the electric truck.
The utility model has the advantages that:
1. the cab can be eliminated by adopting a mode that the automatic driving controller autonomously controls the driving motor to drive the electric drive bridge to run, so that the freight volume is greatly improved.
2. The double-drive motor and the double-electric drive axle are arranged, the automatic driving controller is adopted to respectively control the two drive motors in the forward direction and the reverse direction, and the bidirectional driving of the vehicle can be realized without turning around.
3. The two electric control hydraulic steering machines are arranged, so that the two electric control hydraulic steering machines can be controlled to steer at the same time when the curvature is large, the passing rate of a vehicle at a large curve is greatly improved, and the steering difficulty is reduced.
4. The sensing unit consisting of various radars and cameras is arranged to guarantee safe driving of the vehicle.
Drawings
FIG. 1 is a schematic view of a chassis of an electric truck capable of driving in two directions;
FIG. 2 is a schematic diagram of the connection of an electric truck module capable of driving in two directions;
fig. 3 is a functional schematic diagram of the human-computer interaction and monitoring subsystem of the present invention.
In the figure: 1-an electric cabin, 2-a first driving motor, 3-a second driving motor, 4-a first electric driving bridge, 5-a second electric driving bridge, 6-a first electric control hydraulic power steering machine, 7-a second electric control hydraulic power steering machine, 8-a power battery, 9-an air storage cylinder and a water cooling unit.
Detailed Description
The invention will be further described in detail with reference to the drawings and the following detailed description, which are provided for the purpose of clearly understanding the invention and are not intended to limit the invention.
As shown in FIG. 1, the utility model discloses be different from traditional automatic driving truck, adopt no driver's cabin design, on current frame basis, directly fall the packing box, replace original driver's cabin space, increase cargo capacity reduces manufacturing cost and the cost of labor that traditional driver's cabin brought.
The utility model relates to a but two-way electric truck that traveles of autopilot is including fixing electric cabin 1, first driving motor 2, second driving motor 3, first electric bridge 4, the second of driving electrically drives bridge 5, the automatically controlled hydraulic power steering gear of first 6, the automatically controlled hydraulic power steering gear of second 7, power battery 8 and gas receiver and water chilling unit 9 on the electric truck chassis. An automatic driving controller and a central gateway are arranged in the electric cabin 1. The two power batteries 8 are symmetrically distributed on two sides of the chassis and used for outputting electric energy to the first driving motor 2 and the second driving motor 3 to realize the running of the motors, and the driving motors drive the electric drive bridge to rotate through the driving shaft to realize the movement of wheels, so that the vehicle can move forwards; the braking of the vehicle is realized through the air cylinder and the EBS in the water cooling unit 9; the water cooling unit is used for cooling the power battery 8, and the problem that the power battery 8 generates heat after being used for a long time is solved.
The first driving motor 2 is in transmission connection with the first electric drive bridge 4 through a driving shaft, and the second driving motor 3 is in transmission connection with the second electric drive bridge 5 through a driving shaft. The first electrically driven axle 4 and the first electrically controlled hydraulic power steering 6 are arranged at one end of the chassis and the second electrically driven axle 5 and the second electrically controlled hydraulic power steering 7 are arranged at the other end of the chassis of the electric truck.
A first longitudinal signal output end of the automatic driving controller is electrically connected with the first driving motor 2, and a second longitudinal signal output end of the automatic driving controller is electrically connected with the second driving motor 3; when the electric truck moves forward, the automatic driving controller controls the first driving motor 2 to rotate forwards; when the electric truck backs up, the automatic driving controller controls the second driving motor 3 to rotate reversely. The first electrically controlled hydraulic steering machine 6 and the second electrically controlled hydraulic steering machine 7 are connected to a front steering shaft and a rear steering shaft of the electric truck, respectively. The first electric control hydraulic steering machine 6 and the second electric control hydraulic steering machine 7 are respectively fixed at two ends of the chassis, and the transverse control signal output end of the automatic driving controller is respectively electrically connected with the transverse control signal receiving ends of the first electric control hydraulic steering machine 6 and the second electric control hydraulic steering machine 7.
When the curvature of the road curve is smaller than the set curvature
If the wheels corresponding to the first electric control hydraulic steering machine 6 are driving wheels, the automatic driving controller controls the first electric control hydraulic steering machine 6 to steer;
if the wheels corresponding to the second electric control hydraulic steering motor 7 are driving wheels, the automatic driving controller controls the second electric control hydraulic steering motor 7 to steer;
when the curvature of the road curve is not less than the set curvature, the automatic driving controller simultaneously controls the first electric control hydraulic steering machine 6 and the second electric control hydraulic steering motor 7 to steer, the steering angles of the first electric control hydraulic steering machine 6 and the second electric control hydraulic steering motor 7 are the same, and the steering directions are opposite.
As shown in fig. 2, the utility model comprises a perception subsystem, a decision control subsystem, a man-machine interaction and monitoring subsystem, a vehicle light control subsystem and an execution control subsystem.
The sensing subsystem comprises a sensing unit and a sensing fusion controller, the data output end of the sensing unit is electrically connected with the data input end of the sensing fusion controller, and the data output end of the sensing fusion controller is electrically connected with the data input end of the automatic driving controller. The sensing unit is used for sensing external environment information; and the perception fusion controller is used for carrying out fusion processing on the received various environment information. The sensing unit comprises a laser radar used for SLAM positioning and obstacle detection; the ultrasonic radar is used for detecting obstacles which can scratch and damage a vehicle chassis on a traveling road surface; a forward-looking camera for visual target recognition; the side-view camera is used for identifying the marking lines and the obstacles; and the high-precision positioning inertial navigation system is used for acquiring path planning information and vehicle precision positioning information. The side view camera is 4, sets up respectively in electric truck's front and back and left and right sides, and the camera lens orientation is down. 24 ultrasonic radar are evenly arranged around the electric truck. The decision control subsystem is an autopilot controller arranged in the electric cabin 1. The vehicle light control subsystem comprises a dipped headlight, a high beam, a danger warning light, a brake light and a daytime running light. The execution control subsystem comprises two electric control hydraulic steering motors, two driving motors, two electric driving bridges, an EPB and an EBS. When the GPS signal is weak, the SLAM positioning is needed by means of a 16-line laser radar, and vision-aided positioning is needed in the tunnel. And the decision control system analyzes the barrier information according to the input of the sensing system and performs parking yielding treatment on the barrier in the current travelling direction. Meanwhile, transverse (steering) and longitudinal (advancing or retreating) control is carried out according to the pre-stored travel track information, and finally automatic driving of the vehicle according to the designated route is realized.
As shown in fig. 3, the human-computer interaction and monitoring subsystem includes a T-BOX for receiving high-precision map path planning information and forwarding to the autopilot controller; the cloud platform is used for receiving vehicle scheduling information output by the operation panel, planning a high-precision map path according to the vehicle scheduling information and sending the high-precision map path planning information to the T-BOX; the operation panel is used for inputting vehicle scheduling information; and the monitoring camera is used for transmitting the shot picture information to the cloud platform in real time in the running process of the vehicle. The vehicle-mounted OBU is used for realizing remote communication between a vehicle and the vehicle and infrastructure, and mainly comprises communication of information such as a road state in front, a vehicle state in a vision blind area, a traffic light state and the like. The vehicle operation panel reads the real-time state of the current vehicle and the picture information shot by the monitoring camera through the cloud platform.
The working process of the method is as follows:
1. after goods loading is finished, a factory dispatcher operation panel inputs vehicle dispatching information, the dispatching information is output to a cloud platform, the cloud platform automatically calculates an optimal running path according to a high-precision map, a dispatching instruction and the vehicle running path information are transmitted to a T-BOX of a vehicle through a 5G communication base station, the T-BOX directly transmits the information to an automatic driving controller, and the automatic driving controller starts an automatic driving function after receiving the dispatching information;
2. the automatic driving controller receives the scheduling information and then outputs transverse and longitudinal control signals of the vehicle to actuating mechanisms of an electric control hydraulic steering machine, an EPB, an EBS, a driving motor, an electric drive bridge and the like of the vehicle to control the vehicle to run, the electric control hydraulic steering machine realizes the left and right turning of the vehicle, the EPB realizes the parking function of the vehicle, the EBS realizes the braking and braking functions of the vehicle, and the driving motor realizes the power functions of acceleration and the like of the vehicle;
3. the method comprises the following steps that a laser radar outputs point cloud data information of surrounding obstacles and roads, an ultrasonic radar outputs point cloud information of the surrounding obstacles, a forward-looking camera outputs visual information of the surrounding obstacles, lane lines and the like, a side-looking camera outputs visual information of drawn lines of parking spaces of vehicles, high-precision positioning inertial navigation outputs current position information of the vehicles, the information is all input into a perception fusion controller, and the current position information of the vehicles and the information of surrounding environments of the vehicles are output to an automatic driving controller after perception fusion and positioning capacity deterioration processing of the perception fusion controller;
4. the automatic driving controller receives the current position information and the surrounding environment information of the vehicle and then outputs transverse and longitudinal control signals of the vehicle to actuating mechanisms of an electric control hydraulic steering engine, an EPB, an EBS, a driving motor, an electric drive bridge and the like of the vehicle to control the vehicle to accelerate, brake and avoid obstacles;
5. the automatic driving controller outputs light control signals to light a steering lamp, a brake lamp and a danger warning lamp according to the transverse and longitudinal control information, and outputs light control signals to light a low beam lamp or a daytime running lamp according to the time information input by the T-BOX;
6. according to the path planning and the track planning of the vehicle, the destination is reached, and the transportation task is smoothly completed;
7. and the automatic driving controller judges the vehicle state to stop running according to the fault information, sends longitudinal control information to the EBS and the driving motor to decelerate and brake, and simultaneously sends the fault state information of the vehicle to the human-computer interaction and monitoring subsystem.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.
Claims (7)
1. An electric two-way driving truck capable of automatically driving, characterized in that: including fixing autopilot controller, first driving motor (2), second driving motor (3), first electric bridge (4) and the second electric bridge (5) of driving on the electric truck chassis, first driving motor (2) are connected through drive shaft and first electric bridge (4) transmission, second driving motor (3) are connected through drive shaft and second electric bridge (5) transmission, first electric bridge (4) and second electric bridge (5) of driving set up respectively at electric truck's chassis both ends, the first vertical signal output part of autopilot controller is connected with first driving motor (2) electricity, the vertical signal output part of second of autopilot controller is connected with second driving motor (3) electricity.
2. The autonomous drivable two-way travel electric truck as claimed in claim 1, characterized in that: the automatic steering system is characterized by further comprising a first electric control hydraulic steering machine (6) and a second electric control hydraulic steering machine (7), wherein the first electric control hydraulic steering machine (6) and the second electric control hydraulic steering machine (7) are respectively connected with a front steering shaft and a rear steering shaft of the electric truck, the first electric control hydraulic steering machine (6) and the second electric control hydraulic steering machine (7) are respectively fixed at two ends of the chassis, and a transverse control signal output end of the automatic driving controller is respectively electrically connected with transverse control signal receiving ends of the first electric control hydraulic steering machine (6) and the second electric control hydraulic steering machine (7).
3. The autonomous drivable two-way travel electric truck as claimed in claim 1, characterized in that: the automatic driving control system is characterized by further comprising a sensing unit, wherein the data output end of the sensing unit is electrically connected with the data input end of the automatic driving controller, and the sensing unit comprises a laser radar, an ultrasonic radar, a forward-looking camera and a side-looking camera.
4. The autopilot two-way drive electric truck of claim 3 wherein: the laser radar is 16 laser radars, 16 laser radars are 4, and are respectively fixed at four corners of the electric truck.
5. The autopilot two-way drive electric truck of claim 3 wherein: the number of the front-view cameras is 2, and the front-view cameras are respectively arranged in front of and behind the electric truck.
6. The autopilot two-way drive electric truck of claim 3 wherein: the side view camera is 4, sets up respectively in electric truck's front and back and left and right sides side, and the camera lens orientation is down.
7. The autopilot two-way drive electric truck of claim 3 wherein: 24 ultrasonic radar are evenly arranged around the electric truck.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922093012.4U CN211809002U (en) | 2019-11-28 | 2019-11-28 | Bidirectional driving electric truck capable of automatically driving |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922093012.4U CN211809002U (en) | 2019-11-28 | 2019-11-28 | Bidirectional driving electric truck capable of automatically driving |
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| Publication Number | Publication Date |
|---|---|
| CN211809002U true CN211809002U (en) | 2020-10-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922093012.4U Active CN211809002U (en) | 2019-11-28 | 2019-11-28 | Bidirectional driving electric truck capable of automatically driving |
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|---|---|
| CN (1) | CN211809002U (en) |
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2019
- 2019-11-28 CN CN201922093012.4U patent/CN211809002U/en active Active
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