WO2015054856A1 - 一种铰接巴士的防打折转向系统 - Google Patents

一种铰接巴士的防打折转向系统 Download PDF

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Publication number
WO2015054856A1
WO2015054856A1 PCT/CN2013/085343 CN2013085343W WO2015054856A1 WO 2015054856 A1 WO2015054856 A1 WO 2015054856A1 CN 2013085343 W CN2013085343 W CN 2013085343W WO 2015054856 A1 WO2015054856 A1 WO 2015054856A1
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WO
WIPO (PCT)
Prior art keywords
hydraulic
steering system
trailer
articulated bus
acceleration information
Prior art date
Application number
PCT/CN2013/085343
Other languages
English (en)
French (fr)
Inventor
杨安陶
陈铮铮
Original Assignee
台湾立凯绿能移动股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 台湾立凯绿能移动股份有限公司 filed Critical 台湾立凯绿能移动股份有限公司
Priority to EP13895685.9A priority Critical patent/EP3059142B1/en
Priority to US15/029,872 priority patent/US10035540B2/en
Priority to JP2016523929A priority patent/JP6377737B2/ja
Priority to CA2927513A priority patent/CA2927513C/en
Priority to CN201380080283.9A priority patent/CN105899422A/zh
Priority to PCT/CN2013/085343 priority patent/WO2015054856A1/zh
Priority to KR1020167012386A priority patent/KR101921801B1/ko
Publication of WO2015054856A1 publication Critical patent/WO2015054856A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/30—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for sway control, e.g. stabilising or anti-fishtail devices; Sway alarm means
    • B60D1/32—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for sway control, e.g. stabilising or anti-fishtail devices; Sway alarm means involving damping devices
    • B60D1/322—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for sway control, e.g. stabilising or anti-fishtail devices; Sway alarm means involving damping devices using fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/58—Auxiliary devices
    • B60D1/62—Auxiliary devices involving supply lines, electric circuits, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D12/00—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/06—Steering specially adapted for trailers for backing a normally drawn trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
    • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
    • B62D47/025—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus articulated buses with interconnecting passageway, e.g. bellows

Definitions

  • the present invention relates to an anti-deflection steering system that utilizes a hydraulic articulated joint and a control method to increase the drivability of the articulated bus on a slippery road, and more specifically, an anti-deflection steering system for providing a The force is used to maintain the joint angle in a suitable range and to maintain the front frame in a desired path; the anti-deflection steering system is particularly useful in the field of mass transit vehicles having articulated joints. Background technique
  • the traditional articulated bus joint utilizes a passive damping device to stabilize the trailer frame on a desired track.
  • this joint structure cannot respond immediately to the sudden loss of friction of the wheel or against the inertia of the bus, so the traditional Articulated buses are often discounted on slippery roads and cause collisions.
  • a primary object of the present invention is to provide an anti-deflection steering system to avoid possible folding situations by applying a calculated force to the trailer frame and the front frame from the articulated joint and to the inner steering wheel brake to increase road friction.
  • the force in turn, keeps the articulated bus in a path of a desired path on a slippery road such as snow or black ice.
  • a secondary object of the present invention is to provide an anti-deflection steering system capable of controlling an articulated joint to a calculated range according to a steering wheel angle, and controlling the angular momentum of the joint rotation according to the vehicle speed, thereby minimizing the slip on the wet road surface.
  • an embodiment of the present invention provides an anti-deflection steering system for an articulated bus, which
  • the utility model comprises: a joint base member mounted on a front frame of the articulated bus; a hydraulic turntable mounted on the joint base member for applying a control rotary force to adjust the front frame of the twisted bus a joint angle with a trailer frame; a hydraulic pump motor for driving a pinion associated with the hydraulic turret; a wheel brake device associated with a set of front wheels on the articulated bus;
  • An accelerometer, an accelerometer is mounted on the trailer frame of the twisted bus, and another accelerometer is mounted on the front frame to detect acceleration information of the trailer and acceleration information of the preceding vehicle; and a control unit, Determining whether the specified joint angle of the hydraulic turret matches the detected steering wheel position, and comparing the detected trailer acceleration information with the detected preceding vehicle acceleration information to determine whether there is a possibility of discounting, wherein When the vehicle discount event occurs, the control unit increases the damping force of the hydraulic turret
  • the vehicle speed is determined by the wheel speed of a non-steerable fixed axle.
  • a speed limiting means is further included to limit the vehicle speed.
  • another embodiment of the present invention provides an anti-deflection steering system for an articulated bus, comprising: a joint base member mounted on a front frame of the articulated bus; a hydraulic turntable, installed The joint base member is configured to apply a control rotation force to adjust a joint angle between the front frame of the twisted bus and a trailer frame; a hydraulic pump motor for driving the hydraulic turntable a pinion gear; two accelerometers, one accelerometer mounted on the trailer frame of the twisted bus, and another accelerometer mounted on the front frame to detect acceleration information of the trailer and acceleration information of the preceding vehicle; And a control unit, configured to determine whether the specified joint angle of the hydraulic turret matches the detected steering wheel position, and compare the detected trailer acceleration information with the detected preceding vehicle acceleration information to determine whether there is a discount Sex, where the control unit increases the shock absorption of the hydraulic turret when an
  • the vehicle speed is determined by the wheel speed of a non-steerable fixed axle.
  • a speed limiting means is further included to limit the vehicle speed.
  • Figure 1 is an isometric view of a first embodiment of the present invention.
  • Figure 2 is an exploded view of the first embodiment of the present invention.
  • Figure 3 is a conceptual diagram of a system in accordance with a first embodiment of the present invention.
  • the concept of the invention relates to improving the driving performance of an articulated bus on a slippery road in winter or rainy season;
  • the articulated bus is mostly composed of a front frame and a trailer frame, wherein a set of steerable wheels and a set of middle A wheel and a set of rear wheels are disposed on the front frame and trailer frame; typically the drive shaft of the powertrain is coupled to the rear wheel to propel the articulated bus, and the articulated joint is used to reduce the radius of rotation.
  • the hydraulic articulated joint includes a joint base member 103 disposed on the front frame 101, a cantilever member 104, disposed on A trailer frame 102, a hydraulic turret 105, is pivotally coupled to the boom member 104 to permit vertical movement, wherein the hydraulic turret includes a gear ring 202, a pinion 201, and a bearing 203.
  • the anti-deflection steering system also includes control of the two front wheel brake systems to effectively improve the steering ability of the wet road.
  • the anti-deflection steering system further includes a control unit and a hydraulic circuit, wherein: a servo motor 108 disposed in a separate separation compartment for circuit safety reasons, the servo motor driving the main hydraulic pump motor 107 to the first hydraulic pressure
  • the tube 110 and the oil in the second hydraulic pipe 111 are pressurized;
  • the auxiliary hydraulic pump motor 106 is pushed by the oil of the first hydraulic pipe 110 or the second hydraulic pipe 111 to provide a control torque to the pinion 201, which is smooth Hour direction or counterclockwise
  • the direction of movement depends on the direction of rotation of the servo motor 108;
  • the pinion 203 applies a force to the gear ring 202 to rotate and adjust the joint angle of the hydraulic turret according to the command of the control unit.
  • the hydraulic circuit further includes a pressure regulating valve 109 as a control means for adjusting the maximum circulating oil pressure in the hydraulic circuit; the pressure regulating valve 109 is for controlling the damping amplitude of the hydraulic articulated joint, so that an adjusted amount of oil passes through the pressure Regulating valve 109 creates a flow resistance in the hydraulic circuit that in turn produces a controlled resistance to hydraulic turret 105 to control its rotational motion.
  • control unit reads the steering wheel position information and transmits the designation to the servo motor 108, and gradually adjusts the rotary hydraulic turret to the specified angle at a controlled speed according to the joint angle specified by the steering wheel information. until.
  • the control unit of the anti-deflection steering system When operating on a slippery road surface, the control unit of the anti-deflection steering system continuously monitors the joint angle; and when the hydraulic hinge joint turns in the opposite direction to the direction of the steering wheel position for a desired period of time, the control unit will The servo motor is instructed to increase the oil pressure to increase the damping resistance to stabilize the trailer frame, and then an adjustment operation is instructed to rotate the hydraulic hinge joint to the joint angle set according to the steering wheel position.
  • control unit instructs the brake system to lock the inner steering wheel of the front wheel to increase friction.
  • control unit can be integrated with the anti-brake locking system, and only the inner steering wheel of the front wheel is braked.
  • control unit further includes an accelerometer on the front frame of the front frame near the front axle, and an accelerometer on the trailer frame near the trailer axle.
  • the control unit can detect an unexpected lateral acceleration and instruct the hydraulic turret to increase the damping resistance to pre-stabilize the trailer frame.
  • control unit further includes a wheel speed sensor mounted on the rear axle of the front frame, the sensor is used to measure the traveling speed of the articulated bus, because the rear axle has the speed reading closest to the real driving speed, Continue to slip on the road like a trailer car axle or the same speed data as the front axle.
  • a speed limit command is transmitted to the vehicle control unit to limit the speed of operation of the vehicle.
  • the speed of the vehicle can be determined by the speed of the wheel on a non-steerable fixed axle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

一种供铰接巴士使用的防打折转向系统，其包含：一接头基座构件（103）、一液压转台（105）、一液压帮浦马达（107）、一车轮刹车装置、两个加速度计、以及一控制单元，其利用一液压转台来主动产生一计算过的力道以抵销前车框架（101）与拖车框架（102）的惯性，从而调节接头角度至一最佳范围，以避免过度转向或车辆打折的情况发生，此外，设置一车轮锁定装置用于与液压转台合作以辅助执行在积雪道路上的转向动作，如此可减低铰接巴士于湿滑路面上行驶时的碰撞发生。

Description

一种铰接巴士的防打折转向系统
技术领域
本发明涉及一种防打折转向系统，其利用一液压铰接接头与一控制方法来增加铰接巴 士于湿滑路面上的驾驶性能， 更切确而言， 是一防打折转向系统用以提供一施力以维持接 头角度于一合适的范围以及维持前车框架于一所欲行驶的路径； 该防打折转向系统在具有 铰接接头的大众运输车辆的领域上特别有用。 背景技术
在四轮车辆的领域， 由于在湿滑路面上驾驶是不可避免地， 因此于湿滑路面驾驶的牵 引控制系统便被设置为标准配备之一， 然而， 铰接巴士， 作为在都市中最重要的运输方式 之一， 缺乏一高敏感与反应的铰接接头去与设置的牵引控制系统合作， 因此， 许多巴士公 司在路面受到雨雪影响而可能产生安全疑虑时， 皆不愿意以铰接巴士提供服务。
一般市售的铰接巴士在积雪道路上的驾驶性能非常差，但在下雪季节时大众运输却更 显重要， 因此， 一能够与车辆牵引控制系统合作的进阶的铰接接头， 能避免车辆在因下雪 或下雨而产生的湿滑路面上打折或过度转向的发生。 发明内容
传统的铰接巴士接头利用一被动减震装置以稳定拖车框架于一所欲的行驶轨道，然而 此一接头结构无法在车轮突然丧失摩擦力的时候即时反应或是对抗巴士的惯性力道， 因此 传统的铰接巴士在湿滑路面时多会打折并造成碰撞事故的发生。
本发明的主要目的是提供一防打折转向系统以避免可能的打折情况发生，其是自铰接 接头施以一计算过的力道于拖车框架与前车框架且将内侧转向轮剎车以增加路面摩擦力， 进而在湿滑路面如雪地或黑冰的情况下将该铰接巴士保持于一所欲行驶的路径范围中。
本发明的次要目的是提供一防打折转向系统，其能够根据方向盘角度将铰接接头控制 于一计算过的范围， 并根据车速来控制接头转动的角动量， 进而最大程度的降低在湿滑路 面上转向过度或车辆打折的可能性。
为达到上述目的， 本案的一个实施方式为提供一种铰接巴士用的防打折转向系统， 其 包含： 一接头基座构件， 安装于该铰接巴士的一前车框架上； 一液压转台， 安装于该接头 基座构件，用以施加一控制旋转力道以调整该绞结巴士的该前车框架与一拖车框架之间的 接头角度； 一液压帮浦马达， 用以驱动与该液压转台相联的小齿轮； 一车轮剎车装置， 其 与该铰接巴士上的一组前车轮相关联； 两个加速度计， 一个加速度计安装于该绞结巴士的 该拖车框架上， 另一个加速度计安装于该前车框架上， 用以检测拖车的加速信息以及前车 的加速信息； 以及一控制单元， 用以判定该液压转台的指定接头角度是否与检测到的方向 盘位置相符，且用以比较该检测到的拖车加速度信息与检测到的前车加速度信息以判定是 否有打折的可能性， 其中， 当车辆打折的事件发生时， 该控制单元会增加该液压转台的减 震力道幅度并调整该液压转台的接头角度至该指定的接头角度以稳定该拖车框架。
根据本案的构思， 车速是由一不可转向的固定轴的车轮速度来判定。
根据本案的构思， 在主动转向系统启动时， 进一步的包含一限速手段来限制车速。 为达到上述目的， 本案的另一个实施方式为提供一种铰接巴士用的防打折转向系统， 其包含： 一接头基座构件， 安装于该铰接巴士的一前车框架上； 一液压转台， 安装于该接 头基座构件，用以施加一控制旋转力道以调整该绞结巴士的该前车框架与一拖车框架之间 的接头角度； 一液压帮浦马达， 用以驱动与该液压转台相联的小齿轮； 两个加速度计， 一 个加速度计安装于该绞结巴士的该拖车框架上， 另一个加速度计安装于该前车框架上， 用 以检测拖车的加速信息以及前车的加速信息； 以及一控制单元， 用以判定该液压转台的指 定接头角度是否与检测到的方向盘位置相符，且用以比较该检测到的拖车加速度信息与检 测到的前车加速度信息以判定是否有打折的可能性， 其中， 当车辆打折的事件发生时， 该 控制单元会增加该液压转台的减震力道幅度并调整该液压转台的接头角度至该指定的接 头角度以稳定该拖车框架。
根据本案的构思， 车速是由一不可转向的固定轴的车轮速度来判定。
根据本案的构思， 在主动转向系统启动时， 进一步的包含一限速手段来限制车速。 附图说明
图 1为本发明第一实施例的等角视图。
图 2为本发明第一实施例的爆炸视图。
图 3为本发明第一实施例的系统概念图。
其中， 附图标记说明如下：
101 前车框架 102 拖车框架
103 接头基座构件
104 悬臂构件
105 液压转台
106 副液压帮浦马达
107 主液压帮浦马达
108 伺服马达
109 压力调节阀
110 第一液压管
111 第二液压管
112 拖车车轴
201 小齿轮
202 齿轮环
203 轴承 具体实施方式
本发明的概念是关于增进铰接巴士于冬天或雨季时在湿滑路面行驶的驾驶性能；铰接 巴士多数为一前车框架与一拖车框架所组成， 其中， 一组可转向的车轮、 一组中间车轮与 一组后轮被配置于该前车框架与拖车框架上；通常动力系统的驱动轴连接至后轮以推动铰 接巴士， 而铰接接头则用来缩小旋转半径。
图 1与图 2显示出要在铰接巴士设置一防打折转向系统所必须的基本构件， 其中， 液 压铰接接头包含一接头基座构件 103， 设置于前车框架 101， 一悬臂构件 104， 设置于拖 车框架 102， 一液压转台 105， 被枢转连接于悬臂构件 104 以容许垂直方向的移动， 其 中， 液压转台包含一齿轮环 202 、 一小齿轮 201 以及一轴承 203。
防打折转向系统还包含两个前车轮剎车系统的控制权限， 以有效提升于湿滑路面的转 向能力。
防打折转向系统还包含一控制单元与一液压回路， 其中； 一因电路安全原因而被设置 于单独分离隔间的伺服马达 108，该伺服马达驱动主要的液压帮浦马达 107以对第一液压 管 110 与第二液压管 111 内的油加压； 附属的液压帮浦马达 106 则由第一液压管 110 或第二液压管 111 的油推动以提供一控制扭力于小齿轮 201， 其以顺时针方向或逆时针 方向移动则视伺服马达 108 的旋转方向而定；小齿轮 203 则根据控制单元的指令以该控 制扭力对齿轮环 202施力以旋转并调整液压转台的接头角度。
液压回路还包含一压力调节阀 109， 作为调节液压回路中最大循环油压的控制手段； 压力调节阀 109 是用以控制液压铰接接头的减震幅度， 其以使一调节过的油量通过压力 调节阀 109 并在液压回路中产生一流动阻力， 进而产生一受到控制的阻力于液压转台 105 以控制其旋转动作。
在防打折转向系统的操作过程中，控制单元读取方向盘位置信息并传递指定至伺服马 达 108 ， 并根据方向盘信息所指定的接头角度以一受控制的速度逐步调节旋转液压转台 至所指定的角度为止。
当操作于湿滑路面时， 防打折转向系统的控制单元会持续的监控接头角度； 而当液压 铰接接头在一预期的时间段内转向与跟据方向盘位置所预定的方向相反时，控制单元会指 示伺服马达增加油压以增加减震阻力来稳定拖车框架，然后指示一调整操作来旋转液压铰 接接头至根据方向盘位置设定的接头角度。
当操作于恶劣天气环境下时， 于此， 必须有额外的摩擦力以辅助转向的执行， 则如第 三图所示， 控制单元会指示剎车系统锁定前车轮的内侧转向轮以增加摩擦力； 换言之， 控 制单元可与防刹车锁死系统整合， 而只对前车轮的内侧转向轮进行剎车动作。
为了能更准确的测定一潜在的打折可能性或转向过度的可能性，控制单元进一步的包 含一个加速度计于前车框架靠近前轴的部分， 以及一个加速度计于拖车框架靠近拖车车轴 的部分，控制单元可以检测出意料外的横向加速度并指示该液压转台增加减震阻力以预先 稳定拖车框架。
更佳的， 控制单元还包含一安装于前车框架的后车轴的车轮速度传感器， 该传感器用 以测量铰接巴士的行驶速度， 这是因为后车轴具有最接近于真实行驶速度的速度读数， 不 像拖车车厢车轴一样持续的打滑于路面或是像前车轴一样可能读不到正确的车速数据。
为了避免可能对车辆造成的损伤， 当恶劣天气被检测到时， 较佳的， 一限速的指令会 被传送至车辆控制单元以限制车辆的运转速度。而车速则可由不可转向的固定轴上的车轮 速度来判定。

Claims

权利要求
1. 一种铰接巴士用的防打折转向系统， 其包含：
一接头基座构件， 安装于该铰接巴士的一前车框架上；
一液压转台，安装于该接头基座构件，用以施加一控制旋转力道以调整该绞结巴士的 该前车框架与一拖车框架之间的接头角度；
一液压帮浦马达， 用以驱动与该液压转台相联的小齿轮；
一车轮剎车装置， 其与该铰接巴士上的一组前车轮相关联；
两个加速度计，一个加速度计安装于该绞结巴士的该拖车框架上，另一个加速度计安 装于该前车框架上， 用以检测拖车的加速信息以及前车的加速信息； 以及
一控制单元， 用以判定该液压转台的指定接头角度是否与检测到的方向盘位置相符， 且用以比较该检测到的拖车加速度信息与检测到的前车加速度信息以判定是否有打折的 可能性， 其中， 当车辆打折的事件发生时， 该控制单元会增加该液压转台的减震力道幅度 并调整该液压转台的接头角度至该指定的接头角度以稳定该拖车框架。
2. 根据权利要求 1 的铰接巴士用的防打折转向系统， 其中， 车速是由一不可转向的 固定轴的车轮速度来判定。
3. 根据权利要求 1的铰接巴士用的防打折转向系统， 其中， 在主动转向系统启动时， 进一步的包含一限速手段来限制车速。
4. 一种铰接巴士用的防打折转向系统， 其包含：
一接头基座构件， 安装于该铰接巴士的一前车框架上；
一液压转台，安装于该接头基座构件，用以施加一控制旋转力道以调整该绞结巴士的 该前车框架与一拖车框架之间的接头角度；
一液压帮浦马达， 用以驱动与该液压转台相联的小齿轮；
两个加速度计，一个加速度计安装于该绞结巴士的该拖车框架上，另一个加速度计安 装于该前车框架上， 用以检测拖车的加速信息以及前车的加速信息； 以及
一控制单元， 用以判定该液压转台的指定接头角度是否与检测到的方向盘位置相符， 且用以比较该检测到的拖车加速度信息与检测到的前车加速度信息以判定是否有打折的 可能性， 其中， 当车辆打折的事件发生时， 该控制单元会增加该液压转台的减震力道幅度 并调整该液压转台的接头角度至该指定的接头角度以稳定该拖车框架。
5. 根据权利要求 4的铰接巴士用的防打折转向系统， 其中， 车速是由一不可转向的 固定轴的车轮速度来判定。
6. 根据权利要求 4的铰接巴士用的防打折转向系统， 其中， 在主动转向系统启动时， 进一步的包含一限速手段来限制车速。
PCT/CN2013/085343 2013-10-16 2013-10-16 一种铰接巴士的防打折转向系统 WO2015054856A1 (zh)

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