WO2019007125A1

WO2019007125A1 - Gyroscope assembly and driving cab stabilisation system

Info

Publication number: WO2019007125A1
Application number: PCT/CN2018/081870
Authority: WO
Inventors: 孙元; 孔德星; 谷同金
Original assignee: 安徽江淮汽车集团股份有限公司
Priority date: 2017-11-27
Filing date: 2018-04-04
Publication date: 2019-01-10

Abstract

A gyroscope assembly and a driving cab stabilisation system, said system comprising: a gyroscope (1), a controller (S2), an adjuster (S3), an air storage tank (S4) and an electromagnetic valve (S5). The adjuster (S3) is provided with air bags (S6), and press heads (S7) are respectively formed at both ends of the air bags (S6). The electromagnetic valve (S5) is provided with three openings, respectively an air inlet port, an air supply port and an air outlet port. The air storage tank (S4) is connected to the air inlet port via an air pipe, and the air supply port is connected to the air bags (S6) via air pipes. The controller (S2) is connected to the gyroscope (1), and obtains a posture signal. The controller (S2) is also connected to the electromagnetic valve (S5), and controls the connection relationships of the air inlet port, the air supply port and the air outlet port. The controller (S2) obtains the posture signal by means of the gyroscope, sends a control signal to the electromagnetic valve (S5), and adjusts the connection relationships and connection degrees of the various ports in the electromagnetic valve (S5), so as to control an adjustment range of the adjuster (S3).

Description

Gyro assembly and cab stabilization system

Technical field

The present invention relates to a gyroscope assembly and a cab stabilization system.

Background technique

The balance stability of the vehicle is very important for the design and manufacture of the vehicle. This balance stability affects the performance of the vehicle, especially for safety. The current method for maintaining this balance is to use a structure such as a spring, a damper, a hydraulic device or the like to maintain balance. The principle is to absorb force and reduce the impact of force on the vehicle. The above formula is passive to maintain balance and stability through elasticity. However, the structure such as the spring has limited time for elastic feedback, and the adjustment of the balance is delayed, and the state of the vehicle cannot be monitored in real time.

Further, the existing trucks often adopt a simple mechanical structure for stable control of the cab, and the control standard of the currently used cab control method is the truck frame, that is, the control of the cab relative to the truck frame. This kind of control technology generally installs a shock absorbing spring and the like on the cab and the frame. This control sensitivity to the stability of the cab is poor, the control condition is single, and the overall comfort of the cab is poor.

Summary of the invention

It is an object of the present invention to provide a gyroscope assembly and a cab stabilization system capable of real-time and quick acquisition of state for subsequent adjustment of balance, high sensitivity and reliability, and improved vehicle comfort.

The gyro assembly of the present invention comprises: an outer casing; a rotor outer frame, the two ends are rotatably disposed in the outer casing through the outer frame rotating shaft; and the inner frame of the rotor is rotatably disposed outside the rotor through the inner frame rotating shaft a frame, and at least one end of the inner frame rotating shaft passes out from a frame of the outer frame of the rotor; a rotor is rotatably disposed in the inner frame of the rotor, and an axis of rotation of the rotor and a rotation of the inner frame of the rotor The axis and the axis of rotation of the outer frame of the rotor are perpendicular to each other; a motor is disposed on the inner frame of the rotor to drive the rotor to rotate; a first variable resistor is sleeved on the outer frame rotating shaft; a variable resistor disposed on the inner frame rotating shaft; a first elastic electrode clamped outside the first variable resistor; a first connecting electrode clamped outside the second variable resistor; and a circuit interface And disposed on the outer casing and communicating with the first elastic electrode, that is, the first connecting electrode.

a gyro assembly as described above, wherein the first variable resistor is divided into a symmetric and spaced upper and lower half arcs; the first elastic electrode has two, one of the The upper half is in communication with the other, and the other is connected to the lower half of the arc; the right side of the upper half of the arc is connected to the left side of the lower half of the arc by a connecting line.

a gyro assembly as described above, wherein the second variable resistor is divided into a symmetric and spaced left half arc and a right half arc; the first connecting electrode has two groups, one set and the left half The arc is connected to each other, and the other group is connected to the right half arc; the upper side of the left half arc is connected to the lower side of the right half arc through a connecting line.

The gyro assembly as described above, wherein the first connecting electrode is two sets of wires, one end of one of the wires is connected to the left half arc, and the other end is connected to the circuit interface; the other of the wires is One end is connected to the right half arc, and the other end is connected to the circuit interface.

a gyro assembly as described above, wherein the first connection electrode is two sets of circular conductive frames arranged in parallel, and the second variable resistor is sandwiched between two sets of the circular conductive frames; each The circular conductive frames are all in communication with the circuit; the circular shape of the circular conductive frame is located on the axis of the outer frame rotating shaft.

The gyro assembly as described above, further comprising: a power transmitter disposed on the inner frame rotating shaft and divided into left and right halves arranged at intervals; a second connecting electrode, and the circuit The interface is connected, the second connecting electrode has two groups, and is clamped outside the power transmission device, one of the groups communicates with the left half, and the other group communicates with the right half; the motor wire connects the motor and The power transmission device, wherein the motor wire is divided into a positive electrode wire and a negative electrode wire, the positive electrode wire is connected to the left half portion, and the negative electrode wire is connected to the right half portion.

a gyro assembly as described above, wherein the second connecting electrode is two sets of wires, one of the wires having one end communicating with the left half and the other end communicating with the circuit interface; and the other of the wires One end is connected to the right half, and the other end is connected to the circuit interface; or the second connecting electrode is two sets of circular conductive frames arranged in parallel, and the power transmitter is sandwiched between two sets of the circular conductive frames Each of the circular conductive frames is in communication with the circuit; the circular shape of the circular conductive frame is located on the axis of the outer frame shaft.

The gyro assembly as described above, wherein the power transmitter and the second variable resistor are respectively located on different inner frame rotating shafts at both ends of the inner frame of the rotor.

The gyro assembly as described above, further comprising: a first pointer disposed on at least one of the outer frame rotating shafts, wherein the outer frame rotating shaft is exposed from the outer casing, the first pointer being located at the An outer side of the outer casing; a second pointer disposed on at least one of the inner frame rotating shafts; a first dial located on an outer wall of the outer casing on a side where the first pointer is exposed; and a second dial Fixedly disposed on the outer frame of the rotor; forming an opening on the outer casing to expose the second pointer and the second dial; the outer cover is connected to the outer casing, and is disposed outside the first pointer, and The portion of the outer cover corresponding to the first pointer is a transparent window.

The gyro assembly as described above, wherein a finite column is formed in the outer casing, and the limiting post comprises a frame corner limiting column and an inner frame corner limiting column.

The gyroscope assembly of the present invention can detect the change of the balance at the place where it is located, mainly the inclination. When the tilt occurs, the structure of the rotor, the outer frame of the rotor, the inner frame of the rotor, etc., the outer frame of the rotor and the inner frame of the rotor Rotating, the rotation can change the resistance values of the first variable resistor and the second variable resistor, thereby affecting the output of the electrical signal, by which the tilt direction can be judged. The gyroscope assembly can be used for the balance detection of the vehicle, and the vehicle can be balancedly adjusted by the detection result in combination with other adjustment structures.

The cab stabilization system of the present invention includes: a gyroscope, a controller, a regulator, an air reservoir, and a solenoid valve, wherein the adjuster has an air bag, and a press head is respectively formed at both ends of the air bag; the solenoid valve There are three openings, which are an air inlet, an air supply port and an air outlet; the air reservoir communicates with the air inlet through a gas pipe, and the air supply port communicates with the air bag through a gas pipe; the controller communicates with the top The controller obtains an attitude signal, and the controller further communicates with the electromagnetic valve to control a communication relationship between the air inlet, the air supply port and the air outlet.

A cab stabilization system as described above, wherein the regulator is provided with a pressure sensor, and the controller is in communication with the pressure sensor to acquire pressure data in the airbag.

a cab stabilization system as described above, wherein one of said adjusters and one of said solenoid valves is an adjustment group, said cab stabilization system having four said adjustment groups, each of said adjustment groups being arranged in parallel The air inlets of each of the solenoid valves are respectively in communication with the air reservoir; the controller is in communication with each of the solenoid valves.

A cab stabilization system as described above, wherein each of the regulators is provided with a pressure sensor, and the controller is in communication with each of the pressure sensors to acquire pressure data in each of the airbags.

a cab stabilizing system as described above, wherein the adjuster is divided into a first adjuster, a second adjuster, a third adjuster, and a fourth adjuster, wherein the first adjuster is vertically set in driving a bottom of the chamber, located at the front left side of the front; the second adjuster is vertically disposed at the bottom of the cab at the front right side of the front; the third adjuster is vertically disposed at the bottom of the cab at the left rear side of the front; The four adjusters are placed vertically at the bottom of the cab, on the right rear side of the front.

A cab stabilization system as described above, wherein the controller is provided with a sensitivity adjustment system.

In the cab stabilization system of the present invention, the controller sends a control signal to the solenoid valve through the attitude signal acquired by the gyroscope, adjusts the connection relationship of each port in the solenoid valve, and the degree of connection to control the adjustment range of the regulator, which The control method has a gyroscope, so the posture judgment is accurate, and the sensitivity of the feedback control by the electric signal is also high, and the adjustment of the vehicle as a whole is accurate and smooth, thereby improving the comfort of the vehicle.

DRAWINGS

1 is a schematic view of a gyroscope assembly of the present invention;

Figure 2 is a partial cross-sectional view of Figure 1;

Figure 3 is a partial cross-sectional view of the outer casing of the gyroscope assembly of the present invention;

4 is a schematic view showing the internal structure of an outer casing in the gyroscope assembly of the present invention;

5 is a schematic view of a rotor outer frame and a rotor inner frame in the gyroscope assembly of the present invention;

6 is a schematic view of a rotor outer frame in the gyroscope assembly of the present invention;

7A and 7B are schematic diagrams showing a first variable resistor in the gyroscope assembly of the present invention;

8 is a schematic view of a second variable resistor in the gyroscope assembly of the present invention;

9 is a schematic view of a power transmission device in a gyroscope assembly of the present invention;

Figure 10 is a schematic view of the connection of the cab stabilization system;

Figure 11 is a schematic view of the installation of a cab stabilization system;

Figure 12 is a schematic view of the right leaning of the cab;

Figure 13 is a schematic view of the left leaning of the cab;

Figure 14 is a schematic view of the cab leaning forward;

Figure 15 is a schematic view of the cab back tilt.

Detailed ways

The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting.

The present invention discloses a gyroscope assembly, see FIGS. 1 to 9, which includes an outer casing 1, a rotor outer frame 2a, a rotor inner frame 2b, a rotor 3, a motor 4, a first variable resistor 5a, and a second variable The resistor 5b, the first elastic electrode 6a, the first connection electrode 6b, and the circuit interface 7.

Hereinafter, the respective parts will be described. The rotor outer frame 2a is rotatably disposed in the outer casing 1. The inner rotor frame 2b is rotatably disposed in the outer casing 2a. Specifically, both ends of the outer casing 2a are also referred to as rotors. An outer frame rotating shaft 21a is provided on each of the two opposite frames of the outer frame 2a, and the outer frame 2a is movably disposed in the outer casing 1 by the outer frame rotating shaft 21a. Similarly, at both ends of the rotor inner frame 2b, the inner frame rotating shaft 21b may be provided on the opposite two frames, and the inner frame 2b is movably disposed in the rotor outer frame 2a by the inner frame rotating shaft 21b. At least one end of the inner frame rotating shaft 21b is pierced from the frame of the rotor outer frame 2a, and the function of the penetrating portion will be described below.

The rotor 3 is rotatably disposed in the inner rotor frame 2b, and the axis of rotation of the rotor 3, the axis of rotation of the inner frame 2b of the rotor, and the axis of rotation of the outer frame 2a of the rotor are perpendicular to each other; the motor 4 is disposed on the inner frame 2b of the rotor to drive the rotor 3 turns.

The first variable resistor 5a is sleeved on the outer frame rotating shaft 21a; the second variable resistor 5b is sleeved on the inner frame rotating shaft 21b; the first elastic electrode 6a is clamped outside the first variable resistor 5a; and the first connecting electrode 6b It is clamped outside the second variable resistor 5b.

The circuit interface 7 is disposed on the outer casing 1 and communicates with the first elastic electrode 6a, that is, the first connection electrode 6b.

The circuit interface 7 can realize the external connection work of the power source, the electric signal processor, the computer and the like. In conjunction with these external devices, the functions of the first variable resistor 5a and the second variable resistor 5b will be respectively described.

The first variable resistor 5a and the first elastic electrode 6a, of course, also include the above-mentioned power source, electric signal processor, etc., which form a first circuit; the second variable resistor 5b and the first connecting electrode 6b of course also include the above-mentioned power source and electricity. Signal processors, etc., they form the second circuit.

When the gyro assembly is in operation, the motor 4 drives the rotor 3 to rotate. Once the balance problem such as tilt occurs, the rotor outer frame 2a and the inner rotor frame 2b rotate due to the tilt, and the rotation of the outer frame 2a of the rotor drives the first variable. The resistor 5a rotates to change the magnitude of the resistance value in the first circuit. Similarly, the rotation of the same inner rotor frame 2b drives the second variable resistor 5b to rotate, changing the magnitude of the resistance in the second circuit. The change in resistance in the above two circuits directly affects the electrical signal to determine whether tilting has occurred.

The first variable resistor 5a is divided into a symmetrical and spaced upper half arc 51 and a lower half arc 52; the first elastic electrode 6a has two, one of which is in communication with the upper half arc 51, and the other and the lower half arc 52 is connected; the right side of the upper half arc 51 is connected to the left side of the lower half arc 52 through the connecting line 53.

The second variable resistor 5b is divided into a symmetric and spaced left half arc 54 and a right half arc 55; the first connecting electrode 6b has two groups, one group is connected to the left half arc 54 and the other group is connected to the right half arc 55. The upper side of the left half arc 54 and the lower side of the right half arc 55 are connected by a connecting line 53.

A cross section is made along the radial direction of the outer frame rotating shaft 21a, and the left side of the upper half arc 51 and the right side of the lower half arc 52 are connected by a connecting line 53. Of course, it is also possible that the right side of the upper half arc 51 and the left side of the lower half arc 52 are connected by the connecting line 53. This connection is to change the resistance value in the access circuit when the rotation occurs. Referring to FIG. 7A and FIG. 7B, FIG. 7A shows a case where no deflection occurs, and the resistance of the first variable resistor 5a is a standard value, and the deflection occurs in FIG. 7B, resulting in a small access resistance. Of course, if a deflection occurs in another direction, the resistance becomes large. In Figs. 7A and 7B, on the upper half arc 51 and the lower half arc 52, the hatched portion indicates the resistance of the access circuit, and the hatching on the outer frame shaft 21 shows only the section, and is independent of the resistance. . Preferably, the outer frame rotating shaft 21a is formed with a resistance connecting hole 25 through which the connecting wire 53 communicates with the upper half arc 51 and the lower half arc 52.

Referring to Fig. 8, a section is made along the radial direction of the inner frame rotating shaft 21b, and the second variable resistor 5b, the upper side of the left half arc 54 and the lower side of the right half arc 55 are connected by a connecting line 53. Of course, the lower side of the left half arc 54 and the upper side of the right half arc 55 may be connected by the connecting line 53. This connection is to change the resistance value in the access circuit when the rotation occurs. The specific working principle is similar to that of the first variable resistor 5a described above, and will not be described again.

The outer frame rotating shaft 21a further has a power transmitter 8, see Fig. 9, which is divided into a left half 81 and a right half 82 which are spaced apart; the second connecting electrode 9 is in communication with the circuit interface 7, and the second connecting electrode 9 has two The roots are clamped outside the power unit 8, one of which is connected to the left half 81, and the other is connected to the lower right 82; the motor lead 10 is connected to the motor 4 and the power unit 8, and the motor lead 10 is divided into a positive lead and a negative pole. The wire, the positive wire is connected to the left half 81, and the negative wire is connected to the right half 82.

The first elastic electrode 6a may be two electrodes arranged in parallel, because the rotor outer frame 2a is axially rotated only by the outer frame rotating shaft 21a, and therefore, the first variable resistor 5a does not rotate with the first elasticity regardless of how it is rotated. The electrode 6a is disconnected.

The first connection electrode 6b and the second connection electrode 9 are different from the first elastic electrode 6a. The rotation of the outer frame 2a of the rotor causes the inner frame rotating shaft 21b to rotate with the outer frame 2a of the rotor, which easily causes the second variable resistor 5b disposed on the inner frame rotating shaft 21b to be disconnected from the first connecting electrode 6b, so that the power transmitter 8 The connection from the second connection electrode 9 is detached.

In some cases where the inclination is not large, such as for a vehicle, when the vehicle is traveling on a slope, etc., the angle of the road surface is not excessively large, and therefore, the angle at which the rotor outer frame 2a rotates is not excessively large, generally about 30 degrees. When the inner frame rotating shaft 21b moves with the rotor outer frame 2a, there is no large moving distance, which avoids the above-mentioned disconnection.

However, in order to avoid excessive road bumps and the like, the rotor outer frame 2a is rotated too much, and the outer frame corner limiting post 15 is disposed in the outer casing 1 to limit the rotation angle of the rotor outer frame 2a. Of course, it may also be in the outer casing. An inner frame corner limiting post 16 is also disposed in the body 1. The structure of the above two sets of limit columns, each set may be composed of two extended cylinders to limit the rotation of the rotor outer frame 2a and the inner rotor frame 2b within a limited range.

However, in the case where other inclination angles are large, it is necessary to ensure that the connection of the second variable resistor 5b and the first connection electrode 6b and the power transmission unit 8 are ensured even if the rotor outer frame 2a is rotated at an angle of 360 degrees. The connection to the second connection electrode 9.

In order to satisfy such a large inclination angle, the first connection electrode 6b and the second connection electrode 9 can be changed accordingly.

In one embodiment, the first connecting electrode 6b is two sets of wires, one end of which is connected to the left half arc 54 and the other end is connected to the circuit interface 7; one end of the other wire is connected to the right half arc 55, and the other end is connected to the circuit interface 7 . The second variable resistor 5b is connected in a wire manner, and the wire is flexible and can be moved therewith so that the connection is not broken. Similarly, the second connecting electrode 9 is two sets of wires, one of which has one end connected to the left half 81 and the other end of which is connected to the circuit interface 7; the other wire has one end connected to the right half 82 and the other end connected to the circuit interface 7.

In another way, the first connecting electrode 6b is two sets of circular conductive frames arranged in parallel, and the second variable resistor 5b is sandwiched between two sets of circular conductive frames; each circular conductive frame is connected to the circuit 7 Connected; the circular shape of the circular conductive frame is located on the axis of the outer frame rotating shaft 21a. Thus, regardless of the angle at which the rotor outer frame 2a is rotated, the second variable resistor 5b can be connected to the first connection electrode 6b. Similarly, the second connecting electrode 9 is two sets of circular conductive frames arranged in parallel, and the power transmitter 8 is sandwiched between two sets of circular conductive frames; each of the circular conductive frames is connected with the circuit interface 7; The circular shape is located on the axis of the outer frame rotating shaft 21a.

In some embodiments, the power transmitter 8 and the second variable resistor 5b are respectively located on different inner frame rotating shafts 21b at both ends of the inner rotor frame 2b. Avoid problems such as uneven weight distribution on the same side.

In some preferred embodiments, the first pointer 11a is disposed on the at least one outer frame rotating shaft 21a, and the outer frame rotating shaft 21a is exposed from the outer casing 1, the first pointer 11a is located outside the outer casing 1, and the second The pointer 11b is disposed on at least one inner frame rotating shaft 21b; the first dial 12a is located on the outer wall of the outer casing 1 on the side where the first pointer 11a is exposed; the second dial 12b is fixedly disposed on the outer frame 2a of the rotor; An opening 19 is formed in the outer casing 1 to expose the second pointer 11b and the second dial 12b; the outer cover 13 is connected to the outer casing 1, and is disposed outside the first pointer 11a, and the outer cover 13 corresponds to the first pointer The part of 11a is a transparent window.

A bearing hole 22a is formed in the rotor outer frame 2a, a bearing is disposed in the bearing hole 22a, and the inner frame rotating shaft 21b is sleeved in the bearing. It is to be understood that a bearing may be provided between the outer frame rotating shaft 21a and the outer casing 1. A bearing hole is formed in the rotor inner frame 2b, and a bearing 23b is provided in the bearing hole. The rotor 3 has a rotor shaft 31, and the rotor shaft 31 is sleeved in the bearing 23b.

Preferably, the rotor outer frame 2 is provided with a first weight 24a, and the rotor inner frame 2b is provided with a second weight 24b.

The invention discloses a cab stability system, comprising: five main components: a gyroscope 1, a controller S2, a regulator S3, an air reservoir S4 and a solenoid valve S5. The function of the gyroscope 1 is to acquire a signal of a vehicle attitude. The gyroscope 1 can use two single-degree-of-freedom gyroscopes 1 or a multi-degree-of-freedom gyroscope 1. These applications are not limited, and can be used in the present application as long as the posture information of the vehicle can be acquired. The gyroscope 1 is also in communication with the controller S2, mainly electrically connected, so as to be able to transmit the attitude information of the vehicle to the controller S2 as a point signal, so that the controller S2 can acquire the attitude signal of the vehicle, and further, the controller S2 will The adjuster S3 is controlled to adjust the posture of the vehicle based on the attitude signal.

The structure of the adjuster S3 will be explained below, and how the action is controlled by the controller S2.

The adjuster S3 has an air bag S6, and a pressing head S7 is formed at each end of the air bag S6. After the air bag S6 is inflated, the two end pressing heads S7 are elongated, and the pressing heads S7 at both ends after the exhausting are shortened. The inflation of the air bag S6 is realized by the air reservoir S4 and the electromagnetic valve S5, and the electromagnetic valve S5 can have three interfaces, respectively, an air inlet, a gas supply port and an air outlet (hereinafter may be referred to as three interfaces), the air inlet The air reservoir S4 is connected, the air supply port is connected to the air bag S6, and the air supply port and the air inlet are connected to realize communication between the air reservoir S4 and the air bag S6, and inflated to the air bag S6. The exhaust port communicates with the outside, and when the exhaust port and the air supply port are in communication, the air in the air bag S6 can be discharged from the exhaust port. Of course, when the airbag S6 is stable, for example, no adjustment is required, or adjustment is completed, and the posture is maintained, the three interfaces are not in communication with each other.

Of course, in order to achieve the charging and discharging of the airbag S6 by the air reservoir S4, in addition to the solenoid valve S5, a gas pipe connected between the components is required. A check valve S9 is also disposed outside the air reservoir S4 to restrict the airflow direction.

The controller S2 not only connects the gyro 1 but acquires the attitude signal, and the controller S2 also communicates with the electromagnetic valve S5 to control the communication relationship between the air inlet, the air supply port and the air outlet. Of course, the specific control mode needs to be adjusted according to the position set by the adjuster S3, mainly when the vehicle is tilted, and the airbag S6 of the adjuster S3 corresponding to the corresponding position is charged and deflated to adjust the posture of the cab.

Further, the regulator S3 is provided with a pressure sensor, and the controller S2 is connected to the pressure sensor to acquire pressure data in the airbag S6. The controller 3 can acquire the pressure data in the airbag S6, so that when the controller S2 controls the solenoid valve S5, it can combine the attitude signal acquired from the gyro 1 and the pressure signal acquired from the airbag S6 (it can also be said to be The air pressure signal), through the mutual feedback of the two signals, the controller S2 realizes posture adjustment of the vehicle, especially the vehicle cab.

Through the above, it can be known that the controller S2 is respectively transmitted by signals between the airbag S6, the gyroscope 1, and the electromagnetic valve S5. Referring to FIG. 10, in order to show a connection relationship, each connection line is shown in a different line type, and the controller S2 and solenoid valve S5 are connected by a solenoid valve control line, controller S2 and airbag S6 are connected by a balloon pressure signal line, and controller S2 and gyroscope 1 are connected by a gyroscope angle signal line.

In order to further increase the stability of the adjustment, the adjuster S3 and the solenoid valve S5 respectively have four. For convenience of explanation, one adjuster S3 and one solenoid valve S5 are used as one adjustment group, and there are four adjustment groups in total, between the groups. Parallel settings.

In the adjustment group, the intake ports of each of the solenoid valves S5 are respectively communicated with the air reservoir S4, and the controller S2 is connected to communicate with each of the solenoid valves S5. The control of each solenoid valve S5 by the controller S2 is performed independently. Similarly, the acquisition of the pressure signal of each airbag S6 is also independent, so it can be understood that each adjuster S3 is provided with a pressure sensor, and the controller 3 is connected with each pressure sensor to obtain each airbag. Pressure data in S6.

For convenience of description, the adjuster S3 is divided into a first adjuster S31, a second adjuster S32, a third adjuster S33, and a fourth adjuster S34. Correspondingly, the airbags S6 in each group are also divided into first airbags. S61, a second airbag S62, a third airbag S63, and a fourth airbag S64. Correspondingly, the solenoid valve S5 is also divided into a first solenoid valve S51, a second solenoid valve S52, a third solenoid valve S53, and a fourth solenoid valve S54.

The four adjusters are all set at the bottom of the cab S8, respectively on the front left side of the front, the front right side of the front, the left rear side of the front and the right rear side of the front.

This type of setting allows for front, back, left and right tilt adjustments.

A sensitivity adjustment system S10 is provided on the controller S2. It can be set by four gears, and the sensitivity of each gear is different. For example, when the sensitivity of the gyroscope 1 is 3° when the vehicle attitude is high, it is judged that the tilting needs to be adjusted, and when the sensitivity is low, the vehicle attitude is low. When the inclination is 10°, it will be judged that adjustment is needed. Of course, the sensitivity adjustment system S10 can be integrated in the controller S2 or can be connected to other positions, and it is connected to the controller S2 through the sensitivity adjustment signal line.

The function of the sensitivity adjustment system S10 can be realized by controlling the resistance of the access resistance. For example, the total resistance is divided into four gears, and the sensitivity from the first gear to the fourth gear is gradually increased. Correspondingly, the resistance values of the access circuits corresponding to each gear are different, which may be The greater the resistance value, the higher the sensitivity. These are the control realized by the electrical signal, and the description will not be repeated.

Generally, when the switch is gradually increased from the fourth gear of the first gear, the controller S2 selects and judges the electric signals (attitude signal and pressure signal) of the gyroscope 1 and the airbag S6, and performs an adjustment action, for example (the gears are in Roman numerals) Mark), when the I gear, the output angle of the gyroscope 1 reaches 10°, the controller S2 adjusts. When the gear is in the II gear, the gyroscope output angle is 7°, the adjustment is made. When the III gear is in the III gear, the gyroscope 1 outputs the corner. At 5°, the adjustment is made. When the gyro 1 is output only 3° in the IV position, the adjustment is immediately performed, that is, the control of the swing angle range of the cab S8 is getting smaller and smaller, thereby achieving the effect of gradually increasing the sensitivity.

When the vehicle is in very good road conditions, such as a very smooth highway road surface, the cab S8 swings very small, and the adjustment sensitivity can be selected in the high-end position; when the vehicle is in poor road conditions, such as stone pavement, the cab The S8 is always in the wide-angle swing range, and the adjustment sensitivity can be selected in the low gear to enhance the driver's perception of the road conditions.

Referring to Fig. 12 and Fig. 13, the state in which the gyroscope 1 senses the attitude of the cab S8 is shown. For example, the gyroscope 1 senses the left and right inclination angles of the cab S8, the right tilt angle is represented by ω-, and the left tilt angle is represented by ω+, that is, in the left and right direction. The angle between the center line of the cab S8 and the vertical line changes. The above left and right tilts are based on the perspective of the driver sitting in the cab. 14 and 15, the gyroscope 1 senses the forward and backward inclination angle of the cab S8, the forward tilt angle is represented by θ+, and the backward tilt angle is represented by θ-, that is, the angle between the center line of the cab S8 and the vertical line in the front-rear direction changes.

In combination with the above four tilting conditions, it is set that the voltage signal output by the gyroscope 1 when the left tilt is the positive voltage signal U _ω+ ; the voltage signal output by the gyroscope 1 when the right tilt is the negative voltage signal U _ω- ; the gyroscope 2 when tilting forward The output voltage signal is a positive voltage signal U _θ+ ; the voltage signal output by the gyro 2 during backward tilting is a negative voltage signal U _θ- .

At the three interfaces that engage the solenoid valve S5, the control time of the controller S2 to the solenoid valve S5 is millisecond, that is, the control operation of the state of the cab S8 can be completed in a very short time, and the time interval between the two operations Also in milliseconds.

The pressure sensor provided on the regulator S3 acquires the pressure value in the airbag S6, and sends a pressure signal to the controller S2. When the airbag S6 is in the equilibrium state, the pressure signal may not be output to the controller (of course, it may be in the corresponding equilibrium state). The signal content, which is not limited), also has no charge and discharge action; when the air bag S6 is in the compressed state, the positive voltage signal U _P+ is output to the controller S2, and the controller S2 will according to the pressure signals of the four air bags S6 and two After the angle signal of the gyroscope is judged by the working condition, the airbag S6 is determined to be charged and deflated;

When the airbag S6 is in the extended state, the negative voltage signal U _{P- is} output to the controller S2, and the controller will judge the working condition according to the pressure signals of the four airbags S6 and the angle signals of the two gyroscopes, and then decide to The air bag is charged and deflated.

The positive voltage signal U _P+ and the negative voltage signal U _P- are respectively distinguished by four numbers 1-4 for different air bags. For example, the positive voltage signal output by the first air bag S61 is written as U _P1+ , and the second air bag S62 is output. The negative voltage signal is written as U _P2- .

In combination with the above voltage signal, when the vehicle is traveling on an uphill road surface, the cab S8 is inclined backward with respect to the horizontal plane, the gyroscope output U _θ- angle signal detecting the forward and backward inclination angle of the cab S8, and the first airbag S61 and the second rear behind the cab S8 The airbag S62 detects the U _P1- and U _P2- pressure reduction signals, and the third airbag S63 and the fourth airbag S64 detect the U _P3+ and U _P4+ pressure increase signals. After the correlation signal is input to the controller S2, the controller S2 controls the first. The solenoid valve S51 and the second solenoid valve S52 perform exhausting of the first airbag S61 and the second airbag S62, and the third electromagnetic valve S53 and the fourth electromagnetic valve S54 inflate the third airbag S63 and the fourth airbag S64, Thereby, the cab S8 is adjusted to return to the horizontal state.

When the vehicle is traveling on a high-altitude slope, the cab S8 may be tilted left or right relative to the horizontal plane. Here, the left tilt is set, and the gyroscope 1 detecting the forward and backward tilt angle of the cab S8 outputs a U _{ω +} angle signal, while the first airbag S61 and the third airbag S63 detect the U _P1+ and U _P3+ pressure increase signals, and the second airbag S62 and the The four airbags S64 detect the U _P2- and U _P4- pressure reduction signals, and after the relevant signals are input to the controller S2, the controller S2 controls the first electromagnetic valve S51 and the third electromagnetic valve S53 to the first airbag S61 and the third airbag. S63 performs inflation, and the second solenoid valve S52 and the fourth solenoid valve S54 perform an exhaust operation on the second airbag S62 and the fourth airbag S64, thereby adjusting the vehicle body return level state.

Since there are many working conditions when the vehicle is running, it will not be enumerated one by one.

Claims

A gyroscope assembly characterized by comprising:

Outer casing (1);

a rotor outer frame (2a), both ends of which are rotatably disposed in the outer casing (1) through an outer frame rotating shaft (21a);

a rotor inner frame (2b), both ends of which are rotatably disposed in the rotor outer frame (2a) by an inner frame rotating shaft (21b), and the inner frame rotating shaft (21b) is at least one end from the rotor outer frame (2a) The border is worn out;

a rotor (3) rotatably disposed in the inner rotor frame (2b), and an axis of rotation of the rotor (3), an axis of rotation of the inner frame (2b) of the rotor, and the outer frame of the rotor (2a) The axes of rotation, perpendicular to each other;

a motor (4) disposed on the inner rotor frame (2b) to drive the rotor (3) to rotate;

a first variable resistor (5a) sleeved on the outer frame rotating shaft (21a);

a second variable resistor (5b) is sleeved on the inner frame rotating shaft (21b);

a first elastic electrode (6a) clamped outside the first variable resistor (5a);

a first connection electrode (6b), clamped outside the second variable resistor (5b);

A circuit interface (7) is disposed on the outer casing (1) and communicates with the first elastic electrode (6a), that is, the first connection electrode (6b).
A gyro assembly according to claim 1, wherein

The first variable resistor (5a) is divided into a symmetric and spaced upper half arc (51) and a lower half arc (52);

The first elastic electrode (6a) has two, one of which is in communication with the upper semi-arc (51) and the other is in communication with the lower semi-arc (52);

The right side of the upper half arc (51) communicates with the left side of the lower half arc (52) through a connecting line (53).
A gyro assembly according to claim 1, wherein

The second variable resistor (5b) is divided into a symmetric left and a left half arc (54) and a right half arc (55);

The first connecting electrode (6b) has two groups, one set is in communication with the left half arc (54), and the other group is in communication with the right half arc (55);

The upper side of the left half arc (54) communicates with the lower side of the right half arc (55) through a connecting line (53).
The gyro assembly according to claim 3, wherein

The first connecting electrode (6b) is two sets of wires, one end of which is connected to the left half arc (54), and the other end is connected to the circuit interface (7); the other end of the wire is connected The right half arc (55) and the other end are connected to the circuit interface (7).
The gyro assembly according to claim 3, wherein

The first connecting electrode (6b) is two sets of circular conductive frames arranged in parallel, and the second variable resistor (5b) is sandwiched between two sets of the circular conductive frames;

Each of the circular conductive frames is in communication with the circuit interface (7);

The circular shape of the circular conductive frame is located on the axis of the outer frame rotating shaft (21a).
The gyro assembly of claim 1 further comprising:

The power transmitter (8) is sleeved on the inner frame rotating shaft (21b), and is divided into a left half portion (81) and a right half portion (82);

a second connection electrode (9) communicating with the circuit interface (7), the second connection electrode (9) having two groups, being clamped outside the power unit (8), one of the groups communicating with the left a half (81), another group connected to the right half (82);

a motor wire (10) connecting the motor (4) and the power transmitter (8), and the motor wire (10) is divided into a positive wire and a negative wire, and the positive wire is connected to the left half (81) The negative lead wire communicates with the right half (82).
A gyro assembly according to claim 6 wherein:

The second connecting electrode (9) is two sets of wires, one end of which is connected to the left half (81), and the other end is connected to the circuit interface (7); the other end of the wire is connected The right half (82), the other end of which is connected to the circuit interface (7); or

The second connecting electrode (9) is two sets of circular conductive frames arranged in parallel, and the power transmitter (8) is sandwiched between two sets of the circular conductive frames;

Each of the circular conductive frames is in communication with the circuit interface (7);

The circular shape of the circular conductive frame is located on the axis of the outer frame rotating shaft (21a).
A gyro assembly according to claim 6 wherein:

The power transmitter (8) and the second variable resistor (5b) are respectively located on the different inner frame rotating shafts (21b) at both ends of the inner rotor frame (2b).
The gyro assembly of claim 1 further comprising:

a first pointer (11a) disposed on at least one of the outer frame rotating shafts (21a), wherein the outer frame rotating shaft (21a) is exposed from the outer casing (1), the first pointer (11a) being located The outer side of the outer casing (1);

a second pointer (11b) disposed on at least one of the inner frame rotating shafts (21b);

a first dial (12a) on an outer wall of the outer casing (1) on a side where the first pointer (11a) is exposed;

a second dial (12b) fixedly disposed on the outer frame of the rotor (2a);

Forming an opening (19) in the outer casing (1) to expose the second pointer (11b) and the second dial (12b);

a cover (13) connected to the outer casing (1), disposed outside the first pointer (11a), and a portion of the outer cover (13) corresponding to the first pointer (11a) is a transparent window .
A gyro assembly according to claim 1, wherein

A finite column is formed in the outer casing (1), and the limiting column comprises a frame corner limiting column (15) and an inner frame corner limiting column (16).
A cab stability system, comprising:

a gyroscope (1), a controller (S2), a regulator (S3), an air reservoir (S4), and a solenoid valve (S5), wherein

The adjuster (S3) has an air bag (S6), and a pressure receiving head (S7) is respectively formed at both ends of the air bag (S6);

The solenoid valve (S5) has three openings, namely an air inlet, an air supply port and an air outlet;

The air reservoir (S4) communicates with the air inlet through a gas pipe, and the air supply port communicates with the air bag through a gas pipe (S6);

The controller (S2) communicates with the gyroscope (1) to acquire an attitude signal, and the controller (S2) further communicates with the electromagnetic valve (S5) to control the air inlet, the air supply port and the air outlet Connectivity.
A cab stabilization system according to claim 11 wherein:

A pressure sensor is disposed on the adjuster (S3), and the controller (S2) communicates with the pressure sensor to acquire pressure data in the airbag (S6).
A cab stabilization system according to claim 11 wherein:

Taking one of the adjuster (S3) and one of the solenoid valves (S5) as an adjustment group, the cab stabilization system has four adjustment groups, and each of the adjustment groups is arranged in parallel;

The air inlet of each of the solenoid valves (S5) is respectively in communication with the air reservoir (S4);

The controller (S2) communicates with each of the solenoid valves (S5).
A cab stabilization system according to claim 13 wherein:

Each of the regulators (S3) is provided with a pressure sensor, and the controller (S2) is in communication with each of the pressure sensors, respectively, to acquire pressure data in each of the airbags (S6).
A cab stabilizing system according to claim 13 or 14, wherein

The adjuster (S3) is divided into a first adjuster, a second adjuster, a third adjuster, and a fourth adjuster, wherein

The first adjuster is vertically disposed at the bottom of the cab (S8) at the left front side of the front;

The second adjuster is vertically disposed at the bottom of the cab (S8) and located at the front right side of the front of the vehicle;

The third adjuster is vertically disposed at the bottom of the cab (S8) and located at the left rear side of the front;

The fourth adjuster is vertically disposed at the bottom of the cab (S8) and is located at the right rear side of the front.
A cab stabilization system according to claim 11 wherein:

A sensitivity adjustment system (S10) is disposed on the controller (S2).