WO2020088145A1 - Système d'entraînement d'inclinaison active, procédé d'entraînement d'inclinaison active et véhicule - Google Patents

Système d'entraînement d'inclinaison active, procédé d'entraînement d'inclinaison active et véhicule Download PDF

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Publication number
WO2020088145A1
WO2020088145A1 PCT/CN2019/107309 CN2019107309W WO2020088145A1 WO 2020088145 A1 WO2020088145 A1 WO 2020088145A1 CN 2019107309 W CN2019107309 W CN 2019107309W WO 2020088145 A1 WO2020088145 A1 WO 2020088145A1
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WO
WIPO (PCT)
Prior art keywords
shock absorber
vehicle
detection device
steering angle
switch
Prior art date
Application number
PCT/CN2019/107309
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English (en)
Chinese (zh)
Inventor
柳宁
Original Assignee
柳宁
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 柳宁 filed Critical 柳宁
Publication of WO2020088145A1 publication Critical patent/WO2020088145A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/01—Motorcycles with four or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K15/00—Collapsible or foldable cycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor

Definitions

  • the present application belongs to the technical field of vehicles, and particularly relates to an active tilt drive system, an active tilt drive control method, and a vehicle.
  • the existing lying car usually includes a frame, a driving drive system, a steering drive system, a driving wheel and a steering wheel. If the driving wheel is a front wheel (1 or 2), the steering wheel is a rear wheel (1 or 2) ), If the driving wheel is the rear wheel (1 or 2), the steering wheel is the front wheel (1 or 2).
  • the driving drive system is used to drive the driving wheels to rotate to drive the lying car.
  • the steering drive system is used to drive the steering wheels to rotate, so as to drive the lying car to turn.
  • Existing driving systems for lying cars usually include components such as pedals, large sprockets, small sprockets, chains, and drive shafts.
  • the large sprockets are rotated by pedals, and the rotation is transmitted to the small sprockets and small chains through the chain
  • the wheel is fixed on the drive shaft, so the drive shaft rotates, so that the drive wheel directly connected to the drive shaft rotates, thereby driving the lying vehicle to drive.
  • the existing steering drive system of a reclining vehicle generally includes a handlebar and a link mechanism.
  • the steering mechanism is driven to rotate to move the link mechanism, so that the steering wheel rotates, thereby driving the reclining vehicle to turn.
  • the purpose of the embodiments of the present application is to provide an active tilt drive system, an active tilt drive control method, and a vehicle for the existing reclining vehicle to turn left or right when the vehicle speed reaches a certain value when driving and steering
  • the technical problem of the defect of rollover is easy to happen at a certain angle.
  • an embodiment of the present application provides an active tilt drive system for rack tilt control when a vehicle is steered, including:
  • Speed detection device used to detect the speed of vehicles
  • the rotation angle detection device is used to detect the steering angle of the vehicle
  • a tilt control device the tilt control device when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the turning angle detection device detects that the steering angle of the vehicle to the left exceeds a first preset steering angle
  • the control frame assumes a left-low-right-high attitude; the speed detection device detects that the traveling speed of the vehicle is greater than a preset value and the rotation angle detection device detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the tilt control device controls the rack to assume a left high and a low posture.
  • an embodiment of the present application also provides an active tilt drive control method, including:
  • the speed detection device detects the traveling speed of the vehicle
  • the rotation angle detection device detects the steering angle of the vehicle
  • the tilt control device controls the rack to render Left low right high attitude
  • the tilt control device controls the rack to render Left high right low gesture.
  • an embodiment of the present application further provides an active tilt drive control method, including:
  • the speed detection device detects the traveling speed of the vehicle
  • the rotation angle detection device detects the steering angle of the vehicle
  • the tilt control device controls the first reduction
  • the shock absorber and the third shock absorber compress and control the stretching of the second shock absorber and the fourth shock absorber, or the control mechanism controls the stretching of the first shock absorber and the third shock absorber, And control the compression of the second shock absorber and the fourth shock absorber, so that the frame assumes a left-low and right-high attitude.
  • the compression or stretching speed of the first shock absorber and the third shock absorber and The stretching or compressing speed of the second shock absorber and the fourth shock absorber are proportional to the traveling speed of the vehicle and the steering angle;
  • the tilt control device controls the first reduction
  • the shock absorber and the third shock absorber are stretched, and the second shock absorber and the fourth shock absorber are controlled to compress, or the control mechanism controls the first shock absorber and the third shock absorber to compress, and Controlling the stretching of the second shock absorber and the fourth shock absorber, so that the frame assumes a left high and low right posture, at this time, the stretching or compression speed of the first shock absorber and the third shock absorber and
  • the compression or extension speeds of the second shock absorber and the fourth shock absorber are proportional to the traveling speed of the vehicle and the steering angle.
  • an embodiment of the present application further provides an active tilt drive control method, including:
  • the speed detection device detects the traveling speed of the vehicle
  • the rotation angle detection device detects the steering angle of the vehicle
  • the control mechanism controls the first vibration damping Is compressed, and controls the stretching of the second damper and the third damper, or the control mechanism controls the stretching of the first damper, and controls the second damper and the third damper
  • the shock absorber is compressed so that the frame assumes a left-low and right-high attitude.
  • the compression or stretching speed of the first shock absorber and the stretching or compression speed of the second shock absorber and the third shock absorber are the same as
  • the driving speed of the vehicle is proportional to the steering angle;
  • the control mechanism controls the first vibration damping And the third shock absorber are stretched, and the second shock absorber is compressed, or the control mechanism controls the first shock absorber and the third shock absorber to compress, and controls the second shock absorber
  • the shock absorber is stretched so that the frame assumes a left high and low right posture. At this time, the stretching or compressing speed of the first shock absorber and the third shock absorber and the second shock absorber are the same as those of the second shock absorber.
  • the speed of the vehicle is proportional to the steering angle.
  • an embodiment of the present application further provides a vehicle including the above-mentioned active tilt drive system.
  • the beneficial effects of the active tilt drive system, the active tilt drive control method and the vehicle provided by the embodiments of the present application are: according to the active tilt drive system of the present application, the speed detection device detects that the running speed of the vehicle is greater than a preset value And when the turning angle detection device detects that the turning angle of the vehicle to the left exceeds the first preset turning angle, the tilt control device controls the rack to assume a left-low right-high attitude, and the speed detecting device detects the vehicle When the traveling speed of is greater than a preset value and the turning angle detection device detects that the steering angle of the vehicle to the right exceeds the second preset steering angle, the tilt control device controls the rack to assume a left-to-right attitude.
  • the active tilt drive system actively controls the tilting of the frame to the left or right, so that when the vehicle is turning and steering, the frame can remain stable and avoid rollover of the vehicle.
  • FIG. 1 is a perspective view of the vehicle provided by the first embodiment of the present application.
  • FIG. 2 is a schematic diagram of a folding vehicle provided in the first embodiment of the present application.
  • FIG. 3 is a frame diagram of an active tilt drive system of a vehicle provided in the first embodiment of the present application;
  • FIG. 4 is a schematic structural diagram of a motor spring shock absorber of a vehicle provided in a first embodiment of the present application
  • FIG. 5 is a schematic diagram of a first control circuit of the vehicle provided in the first embodiment of the present application.
  • FIG. 6 is a schematic diagram of a second control circuit of the vehicle provided in the first embodiment of the present application.
  • FIG. 7 is a perspective view of the vehicle provided by the second embodiment of the present application.
  • FIG. 8 is a schematic diagram of a folding vehicle provided in the second embodiment of the present application.
  • FIG. 9 is a frame diagram of an active tilt drive system of a vehicle provided by a second embodiment of the present application.
  • FIG. 10 is a schematic diagram of a first control circuit of a vehicle provided by a second embodiment of the present application.
  • FIG. 11 is a schematic diagram of a second control circuit of the vehicle provided by the second embodiment of the present application.
  • FIG. 12 is a schematic diagram of a third control circuit of the vehicle provided by the second embodiment of the present application.
  • FIG. 13 is a perspective view of the vehicle provided by the third embodiment of the present application.
  • FIG. 15 is a cross-sectional view along the direction A-A in FIG. 14;
  • FIG. 16 is a cross-sectional view along the B-B direction in FIG. 14;
  • FIG. 17 is a cross-sectional view along the C-C direction in FIG. 14;
  • FIG. 18 is a cross-sectional view along the D-D direction in FIG. 14;
  • FIG. 19 is a schematic diagram of a folding vehicle provided in the third embodiment of the present application.
  • 20 is a frame diagram of an active tilt drive system of a vehicle provided by a third embodiment of the present application.
  • 21 is a schematic structural diagram of a cylinder spring shock absorber of a vehicle provided by a third embodiment of the present application.
  • FIG. 22 is a schematic diagram of a hydraulic control system of a vehicle provided in a third embodiment of the present application.
  • FIG. 23 is a perspective view of the vehicle provided by the fifth embodiment of the present application.
  • 25 is a cross-sectional view taken along the E-E direction in FIG. 24;
  • 26 is a schematic diagram of a folding vehicle provided in the fifth embodiment of the present application.
  • FIG. 27 is a frame diagram of an active tilt drive system of a vehicle provided by a fifth embodiment of the present application.
  • FIG. 28 is a schematic diagram of a hydraulic control system of a vehicle provided by a fifth embodiment of the present application.
  • 400a motor spring shock absorber; 401a, vibration damping cylinder; 402a, vibration damping spring; 403a, vibration damping column; 404a, motor; 405a, threaded rod; 406a, threaded rod nut slider; 407a, slide rail;
  • Eighth gear 45, reversing gear set; 4501, worm gear; 4502, worm; 46, differential; 47, oil pump drive gear; 48, transmission gear set; 49, steering wheel; 50, first adapter bracket; 51, first Two adapter bracket; 52, adapter bracket;
  • 500 hydraulic control system
  • 501 two-way oil pump
  • 600 hydraulic control system; 601, bidirectional oil pump; 602, first pipeline; 603, second pipeline; 604, third pipeline; 605, intermediate pipeline; 606, first valve; 607, second valve; 608.
  • the third valve is
  • the vehicle provided in the first embodiment of the present application is in the form of four wheels, including a frame 1a, a first shock absorber 2a, a second shock absorber 3a, and a third shock absorber 4a , Fourth shock absorber 5a, left drive wheel 6a, right drive wheel 7a, first lever 8a, first box 9a, first drive motor 10a, second lever 11a, second box 12a, second drive motor 13a, the left steering wheel 14a, the right steering wheel 15a, the third lever 16a, the third box 17a, the first steering motor 18a, the fourth lever 32a, the fourth box 19a and the second steering motor 20a.
  • first damper 2a is connected to the frame 1a
  • the other end of the first damper 2a is detachably connected to the first lever 8a
  • the second damper One end of 3a is connected to the frame 1a
  • the other end of the second shock absorber 3a is detachably connected to the second lever 11a
  • the first lever 8a is away from the end of the frame 1a
  • the first drive motor 10a is mounted on the first box 9a
  • the output shaft of the first drive motor 10a is connected to the left drive wheel 6a to drive the The left drive wheel 6a rotates
  • an end of the second lever 11a away from the frame 1a is fixedly connected to the second box 12a
  • the second drive motor 13a is mounted on the second box 12a
  • the output shaft of the second drive motor 13a is connected to the right drive wheel 7a to drive the right drive wheel 7a to rotate
  • one end of the third damper 4a is connected to the frame 1a, the first The other end of the three shock absorbers 4
  • a first rotating shaft 21a is provided on the side of the frame 1a close to the first lever 8a, and a first fulcrum 22a that is rotatably connected to the first rotating shaft 21a is provided on the first lever 8a;
  • a second rotating shaft is provided on the side of the frame 1a close to the second lever 11a, and a second fulcrum 23a connected to the second rotating shaft is provided on the second lever 11a;
  • a third rotating shaft 24a is provided on the side of the frame 1a close to the third lever 16a, and a third fulcrum 25a rotatably connected to the third rotating shaft 24a is provided on the third lever 16a;
  • a fourth rotating shaft is provided on a side of the frame 1a close to the fourth lever 32a, and a fourth fulcrum 26a connected to the fourth rotating shaft is provided on the fourth lever 32a.
  • the first lever 8a is divided into a first long arm and a first short arm by the first fulcrum 22a, the outer end of the first long arm is fixedly connected to the first box 9a, the first long The length of the arm is greater than the length of the first short arm;
  • the second lever 11a is divided into a second long arm and a second short arm by the second fulcrum 23a, the outer end of the second long arm is fixedly connected to the On the second box 12a, the length of the second long arm is greater than the length of the second short arm;
  • the third lever 16a is divided into a third long arm and a third short arm by the third fulcrum 25a, The outer end of the third long arm is fixedly connected to the third box 17a, the length of the third long arm is greater than the length of the third short arm;
  • the first rotation shaft 21a and the second rotation shaft may be the same shaft, or may be two independent shafts that are rotationally engaged with the first fulcrum 22a and the second fulcrum 23a, respectively.
  • the third rotating shaft 24a and the fourth rotating shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the third fulcrum 25a and the fourth fulcrum 26a, respectively.
  • the first lever 8a, the second lever 11a, the third lever 16a, and the fourth lever 32a extend in the front-rear direction of the frame 1a, and the first rotation shaft 21a, the second rotation shaft, and the third rotation shaft 24a And the fourth rotation axis extends in the left-right direction of the frame 1a.
  • a first gear set is provided in the first box 9a, the output shaft of the first drive motor 10a is connected to the input end of the first gear set, and the output end of the first gear set is connected to the left drive Round 6a.
  • the first gear set includes two orthogonally meshing bevel gears, one of which is fixed on the output shaft of the first drive motor 10a, and the other bevel gear is fixed on the axle of the left drive wheel 6a.
  • a second gear set is provided in the second box 12a, the output shaft of the second drive motor 13a is connected to the input end of the second gear set, and the output end of the second gear set is connected to the right drive Round 7a.
  • the second gear set includes two orthogonally meshing bevel gears, one of which is fixed on the output shaft of the second drive motor 13a, and the other bevel gear is fixed on the axle of the right drive wheel 7a.
  • a third gear set is provided in the third box 17a, the output shaft of the first steering motor 18a is connected to the input end of the third gear set, and the output end of the third gear set is connected to the left steering Round 14a.
  • the third gear set includes two gears (spur gears or helical gears) that are co-planarly meshed, one of which is fixed on the output shaft of the first steering motor 18a, and the other gear is connected to the left steering wheel 14a axle.
  • upper and lower ends of the gear connected to the axle of the left steering wheel 14a are connected to a first adapter bracket 30a, and the first adapter bracket 30a is fixed to the axle of the left steering wheel 14a. In this way, the first steering motor 18a drives the first adapter bracket 30a and the left steering wheel 14a to rotate integrally through the third gear set.
  • a fourth gear set is provided in the fourth box 19a, the output shaft of the second steering motor 20a is connected to the input end of the fourth gear set, and the output end of the fourth gear set is connected to the right steering Round 15a.
  • the fourth gear set includes two gears (spur gears or helical gears) that are co-planarly meshed, one of which is fixed on the output shaft of the second steering motor 20a, and the other gear is connected to the right steering wheel 15a axle.
  • the upper and lower ends of the gear connected to the axle of the right steering wheel 15a are connected to a second adapter bracket 31a, and the second adapter bracket 31a is fixed to the axle of the right steering wheel 15a. In this way, the second steering motor 20a drives the second adapter bracket 31a and the right steering wheel 15a to rotate integrally through the fourth gear set.
  • the frame 1a is a frame structure obtained by welding a plurality of pipe beams.
  • the bottom of the frame 1a is fully opened to facilitate folding, and a seat can be installed on the top of the frame 1a.
  • the driving wheel is the front wheel
  • the steering wheel is the rear wheel, which realizes front driving and rear steering.
  • one end of the first shock absorber 2a is hinged to the frame 1a, and the other end of the first shock absorber 2a is hinged to the first lever 8a.
  • the distance from the hinge point of the first lever 8a to the first fulcrum 22a is smaller than the distance from the hinge point of the first shock absorber 2a and the first lever 8a to the other end (wheel end) of the first lever 8a.
  • one end of the second shock absorber 3a is hinged to the frame 1a, and the other end of the second shock absorber 3a is hinged to the second lever 11a.
  • the hinge point of the second shock absorber 3a and the second lever 11a is The distance between the two fulcrums 23a is smaller than the distance from the hinge point of the second shock absorber 3a and the second lever 11a to the other end (wheel end) of the second lever 11a. In this way, the larger jump of the driving wheels is caused by the lever action of the first lever 8a and the second lever 11a, so that the frame 1a only jumps up and down to a smaller extent, which improves the riding comfort of the vehicle.
  • one end of the third shock absorber 4a is hinged to the frame 1a, and the other end of the third shock absorber 4a is hinged to the third lever 16a.
  • the distance from the hinge point of the third lever 16a to the third fulcrum 25a is smaller than the distance from the hinge point of the third shock absorber 4a and the third lever 16a to the other end (wheel end) of the third lever 16a.
  • one end of the fourth shock absorber 5a is hinged to the frame 1a, and the other end of the fourth shock absorber 5a is hinged to the fourth lever 32a.
  • the hinge point of the fourth shock absorber 5a and the fourth lever 32a is The distance of the four fulcrums 26a is smaller than the distance from the hinge point of the fourth shock absorber 5a and the fourth lever 32a to the other end (wheel end) of the fourth lever 32a. In this way, the larger jump of the steering wheel is caused by the lever action of the third lever 16a and the fourth lever 32a, so that the frame 1a only jumps up and down to a smaller extent, which improves the riding comfort of the vehicle.
  • the driving wheel may also be a rear wheel
  • the steering wheel is a front wheel, which realizes front steering and rear driving.
  • the shock absorbers (first shock absorber 2a, second shock absorber 3a, third shock absorber 4a, fourth shock absorber 5a) may also be associated with
  • the levers (first lever 8a, second lever 11a, third lever 16a, fourth lever 32a) are interchanged. That is, one end of the shock absorber is connected below the frame 1a, and the other end of the shock absorber is connected to a corresponding lever, which is connected above the frame 1a.
  • the vehicle also includes an active tilt drive system.
  • the active tilt drive system includes:
  • Speed detection device 100a used to detect the traveling speed of the vehicle
  • the rotation angle detection device 200a is used to detect the steering angle of the vehicle
  • the inclination control device 300a when the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle, The tilt control device 300a controls the frame 1a to assume a left-low-right-high attitude; the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects the steering angle of the vehicle to the right When the second preset steering angle is exceeded, the tilt control device 300a controls the frame 1a to assume a left high and a low posture.
  • the tilt control device 300a includes a control mechanism 301a, the first damper 2a, the second damper 3a, the third damper 4a, and the fourth damper ⁇ 5a.
  • the first damper 2a is connected between the frame 1a and the left driving wheel 6a
  • the second damper 3a is connected between the frame 1a and the right driving wheel 7a
  • the third damper 4a Connected between the frame 1a and the left steering wheel 14a
  • the fourth damper 5a is connected between the transport frame 1a and the right steering wheel 15a.
  • the control mechanism 301a controls the vehicle
  • the first shock absorber 2a and the third shock absorber 4a are compressed, and the second shock absorber 3a and the fourth shock absorber 5a are controlled to stretch, so that the frame 1a assumes a left low right high attitude.
  • the compression speeds of the first shock absorber 2a and the third shock absorber 4a and the stretching speeds of the second shock absorber 3a and the fourth shock absorber 5a are both in accordance with the traveling speed and steering angle of the vehicle
  • the size is proportional.
  • the control mechanism 301a controls the vehicle
  • the first shock absorber 2a and the third shock absorber 4a are stretched, and the second shock absorber 3a and the fourth shock absorber 5a are controlled to compress, so that the frame 1a assumes a left high right low attitude.
  • the stretching speeds of the first shock absorber 2a and the third shock absorber 4a and the compression speeds of the second shock absorber 3a and the fourth shock absorber 5a are both related to the traveling speed and steering angle of the vehicle
  • the size is proportional.
  • the preset value of the driving speed is a value greater than 0, for example, 5 km / h.
  • the first preset steering angle is an angle greater than 0, such as 5 degrees.
  • the second preset steering angle is an angle greater than 0, such as 5 degrees.
  • the first preset steering angle and the second preset steering angle may be the same or different.
  • the first shock absorber 2a, the second shock absorber 3a, the third shock absorber 4a, and the fourth shock absorber 5a are all motor spring shock absorbers 400a shown in FIG. 4.
  • the motor spring damper 400a includes a damping cylinder 401a, a damping spring 402a, a damping column 403a, a motor 404a, a threaded rod 405a, a threaded rod nut slider 406a, and a sliding rail 407a.
  • the damping spring 402a, damping The column 403a, the motor 404a, the threaded rod 405a, the threaded rod nut slider 406a, and the slide rail 407a are disposed in the damping cylinder 401a, and the slide rail 407a is fixedly disposed on the inner wall of the damping cylinder 401a.
  • the housing of the motor 404a is slidably disposed in the slide rail 407a, the threaded rod 405a is connected to the output shaft of the motor 404a, the threaded rod nut slider 406a is threadedly engaged with the threaded rod 405a, the The outer surface of the threaded rod nut slider 406a is in sliding contact with the slide rail 407a, the slide rail 407a restricts the rotation of the threaded rod nut slider 406a, and the vibration damping column 403a is connected to the threaded rod nut slider On 406a, one end of the damping column 403a extends out of the damping cylinder 401a and is connected to the frame 1a.
  • One end of the damping spring 402a is connected to the inner end of the motor 404a, and the other end of the damping spring 402a is connected to the inside of the bottom end of the damping cylinder 401a.
  • the outer side of the bottom end of the damping cylinder 401a is connected to the corresponding lever, that is, the outer side of the bottom end of the damping cylinder 401a of the first damper 2a is connected to the first lever 8a, and the second damping
  • the outer end of the bottom end of the damping cylinder 401a of the damper 3a is connected to the second lever 11a
  • the outer end of the bottom end of the damping cylinder 401a of the third damper 4a is connected to the third lever 16a
  • the fourth damping The outer side of the bottom end of the damping cylinder 401a of the damper 5a is connected to the fourth lever 32a.
  • the control mechanism 301a includes a single-chip microcomputer and a motor control system, the single-chip microcomputer is in communication with the speed detection device 100a and the rotation angle detection device 200a, and controls the motor according to the detection results of the speed detection device 100a and the rotation angle detection device 200a
  • the system issues control commands.
  • the first control circuit and the second control circuit of the motor control system, the first control circuit and the second control circuit may be integrated on the single chip microcomputer.
  • the speed detection device 100a may be a speed sensor arranged on the axle of the left drive wheel 6a or the axle of the right drive wheel 7a.
  • the rotation angle detection device 200a may be a Hall sensor arranged on the left steering wheel 14a or the right steering wheel 15a.
  • the motors 404a of the first shock absorber 2a, the second shock absorber 3a, the third shock absorber 4a, and the fourth shock absorber 5a are simply referred to as the motor M1, the motor M2, and the motor M3, respectively. And motor M4.
  • the first control circuit includes a first power supply D1, a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a first variable resistor R1, a second variable resistor R2, a third variable resistor R3 and a fourth variable resistor R4, the first variable resistor R1, the second variable resistor R2 and the motor M1 of the first damper 2a are connected in series to form a first branch,
  • the third variable resistor R3, the fourth variable resistor R4, and the motor M3 of the third damper 3a are connected in series to form a second branch, and the first branch and the second branch are connected in parallel.
  • the positive electrode of the first power supply D1 is connected to one end of the first switch K1 and one end of the third switch K3, and the negative electrode of the first power supply D1 is connected to one end of the second switch K2 and one end of the fourth switch K4 ,
  • the other end of the first switch k1 and the other end of the fourth switch K4 are connected between one end of the first branch and one end of the second branch, the other end of the second switch K2 and the third
  • the other end of the switch K3 is connected between the other end of the first branch and the other end of the second branch.
  • the second control circuit includes a second power supply D2, a fifth switch K5, a sixth switch K6, a seventh switch K7, an eighth switch K8, a fifth variable resistor R5, a sixth variable resistor R6, a seventh variable resistor R7 and an eighth variable resistor R8, the fifth variable resistor R5, the sixth variable resistor R6 and the motor M2 of the second damper 3a are connected in series to form a third branch,
  • the seventh variable resistor R7, the eighth variable resistor R8 and the motor M4 of the fourth damper 5a are connected in series to form a fourth branch, and the third branch and the fourth branch are connected in parallel.
  • the positive electrode of the second power supply D2 is connected to one end of the fifth switch K5 and one end of the seventh switch K7, and the negative electrode of the second power supply D2 is connected to one end of the sixth switch K6 and one end of the eighth switch K8 ,
  • the other end of the fifth switch K5 and the other end of the eighth switch K8 are connected between one end of the third branch and one end of the fourth branch, the other end of the sixth switch K6 and the seventh
  • the other end of the switch K7 is connected between the other end of the third branch and the other end of the fourth branch.
  • the resistance values of the first variable resistor R1, the third variable resistor R3, the fifth variable resistor R5, and the seventh variable resistor R7 are inversely proportional to the traveling speed of the vehicle. That is, the greater the travel speed of the vehicle detected by the speed detection device 100a, the single chip adjusts the first variable resistor R1, the third variable resistor R3, the fifth variable resistor R5, and the seventh variable resistor R7 to Small resistance. In this way, the larger the current through the motor M1, the motor M2, the motor M3, and the motor M4, the larger the output power of the motor M1, the motor M2, the motor M3, and the motor M4.
  • the resistance values of the second variable resistor R2, the fourth variable resistor R4, the sixth variable resistor R6, and the eighth variable resistor R8 are inversely proportional to the steering angle. That is, the greater the turning angle of the vehicle detected by the rotation angle detection device 200a, the more the single-chip microcomputer adjusts the second variable resistor R2, the fourth variable resistor R4, the sixth variable resistor R6, and the eighth variable resistor R8 to Small resistance. In this way, the larger the current through the motor M1, the motor M2, the motor M3, and the motor M4, the larger the output power of the motor M1, the motor M2, the motor M3, and the motor M4.
  • the turning angle detection device 200a detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device 200a detects that the turning angle of the vehicle to the right does not exceed the second
  • the motor M1 of the first shock absorber, the motor M2 of the second shock absorber, the motor M3 of the third shock absorber, and the motor M4 of the fourth shock absorber do not work.
  • the first shock absorber When the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle, the first shock absorber The motor M1 and the motor M3 of the third shock absorber are reversed to compress the first shock absorber 2a and the third shock absorber 4a, and the motor M2 of the second shock absorber and the fourth shock absorber The motor M4 rotates forward to stretch the second damper 3a and the fourth damper 5a.
  • the first shock absorber When the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the right exceeds the second preset steering angle, the first shock absorber The motor M1 and the motor M3 of the third shock absorber rotate forward to stretch the first shock absorber 2a and the third shock absorber 4a, and the motor M2 and the fourth shock absorber of the second shock absorber The motor M4 is reversed to compress the second shock absorber 3a and the fourth shock absorber 5a.
  • the active tilt drive system of the first embodiment actively controls the tilting of the frame 1a to the left or right by the active tilt drive system when the vehicle is turning and turning, so that the frame 1a can be stable when the vehicle is turning and avoiding occurrence.
  • the position of the shock absorber and the corresponding lever may be interchanged.
  • the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle or at the speed detection
  • the device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the direction of expansion and contraction of the shock absorber is in Before changing position and after changing position is the opposite.
  • the vehicle provided in the second embodiment of the present application is in the form of three wheels, including a frame 1a, a first shock absorber 2a, a second shock absorber 3a, and a third shock absorber 4a , Left drive wheel 6a, right drive wheel 7a, first lever 8a, first box 9a, first drive motor 10a, second lever 11a, second box 12a, second drive motor 13a, steering wheel 27a, first The three levers 16a, the third box 17a and the steering motor 28a.
  • first damper 2a is connected to the frame 1a
  • the other end of the first damper 2a is detachably connected to the first lever 8a
  • the second damper One end of 3a is connected to the frame 1a
  • the other end of the second shock absorber 3a is detachably connected to the second lever 11a
  • the first lever 8a is away from the end of the frame 1a
  • the first drive motor 10a is mounted on the first box 9a
  • the output shaft of the first drive motor 10a is connected to the left drive wheel 6a to drive the The left drive wheel 6a rotates
  • an end of the second lever 11a away from the frame 1a is fixedly connected to the second box 12a
  • the second drive motor 13a is mounted on the first box 9a
  • the output shaft of the second drive motor 13a is connected to the right drive wheel 7a to drive the right drive wheel 7a to rotate
  • one end of the third damper 4a is connected to the frame 1a, the first The other end of the three shock absorbers 4
  • a first rotating shaft 21a is provided on the side of the frame 1a close to the first lever 8a, and a first fulcrum 22a that is rotatably connected to the first rotating shaft 21a is provided on the first lever 8a;
  • a second rotating shaft is provided on the side of the frame 1a close to the second lever 11a, and a second fulcrum 23a connected to the second rotating shaft is provided on the second lever 11a;
  • a third rotating shaft 24a is provided on the side of the frame 1a close to the third lever 16a, and a third fulcrum 25a rotatably connected to the third rotating shaft 24a is provided on the third lever 16a.
  • the first lever 8a is divided into a first long arm and a first short arm by the first fulcrum 22a, the outer end of the first long arm is fixedly connected to the first box 9a, the first long The length of the arm is greater than the length of the first short arm;
  • the second lever 11a is divided into a second long arm and a second short arm by the second fulcrum 23a, the outer end of the second long arm is fixedly connected to the On the second box 12a, the length of the second long arm is greater than the length of the second short arm;
  • the third lever 16a is divided into a third long arm and a third short arm by the third fulcrum 25a, The outer end of the third long arm is fixedly connected to the third box 17a, and the length of the third long arm is greater than the length of the third short arm.
  • the length of the first short arm, the second short arm, and the third short arm may be zero.
  • the first rotation shaft 21a and the second rotation shaft may be the same shaft, or may be two independent shafts that are rotationally engaged with the first fulcrum 22a and the second fulcrum 23a, respectively.
  • the first lever 8a, the second lever 11a, and the third lever 16a extend in the front-rear direction of the frame 1a, and the first rotation axis 21a, the second rotation axis, and the third rotation axis 24a extend along the frame 1a extends in the left-right direction.
  • a first gear set is provided in the first box 9a, the output shaft of the first drive motor 10a is connected to the input end of the first gear set, and the output end of the first gear set is connected to the left drive Round 6a.
  • the first gear set includes two orthogonally meshing bevel gears, one of which is fixed on the output shaft of the first drive motor 10a, and the other bevel gear is fixed on the axle of the left drive wheel 6a.
  • a second gear set is provided in the second box 12a, the output shaft of the second drive motor 13a is connected to the input end of the second gear set, and the output end of the second gear set is connected to the right drive Round 7a.
  • the second gear set includes two orthogonally meshing bevel gears, one of which is fixed on the output shaft of the second drive motor 13a, and the other bevel gear is fixed on the axle of the right drive wheel 7a.
  • a third gear set is provided in the third box 17a, the output shaft of the steering motor 28a is connected to the input end of the third gear set, and the output end of the third gear set is connected to the steering wheel 27a.
  • the third gear set includes two gears (spur gears or helical gears) that are co-planarly meshed, one of which is fixed to the output shaft of the steering motor, and the other gear is connected to the axle of the steering wheel 27a.
  • the upper and lower ends of the gear connected to the axle of the steering wheel 27a are connected to an adapter bracket 29a, and the adapter bracket 29a is fixed to the axle of the steering wheel 27a. In this way, the steering motor 28a drives the adapter bracket 29a and the steering wheel 27a to rotate integrally through the third gear set.
  • the driving wheel is the front wheel
  • the steering wheel is the rear wheel, which realizes front driving and rear steering.
  • one end of the first shock absorber 2a is hinged to the frame 1a, and the other end of the first shock absorber 2a is hinged to the first lever 8a.
  • the distance from the hinge point of the first lever 8a to the first fulcrum 22a is smaller than the distance from the hinge point of the first shock absorber 2a and the first lever 8a to the other end (wheel end) of the first lever 8a.
  • one end of the second shock absorber 3a is hinged to the frame 1a, and the other end of the second shock absorber 3a is hinged to the second lever 11a.
  • the hinge point of the second shock absorber 3a and the second lever 11a is The distance between the two fulcrums 23a is smaller than the distance from the hinge point of the second shock absorber 3a and the second lever 11a to the other end (wheel end) of the second lever 11a. In this way, the larger jump of the driving wheels is caused by the lever action of the first lever 8a and the second lever 11a, so that the frame 1a only jumps up and down to a smaller extent, which improves the riding comfort of the vehicle.
  • one end of the third shock absorber 4a is hinged to the frame 1a, and the other end of the third shock absorber 4a is hinged to the third lever 16a.
  • the distance from the hinge point of the third lever 16a to the third fulcrum 25a is smaller than the distance from the hinge point of the third shock absorber 4a and the third lever 16a to the other end (wheel end) of the third lever 16a. In this way, the larger jump of the steering wheel 27a is leveraged by the third lever 16a, so that the frame 1a only jumps up and down to a smaller extent, which improves the riding comfort of the vehicle.
  • the shock absorber (first shock absorber 2a, second shock absorber 3a, third shock absorber 4a) and the corresponding lever (first lever 8a , The second lever 11a, the third lever 16a) swap positions. That is, one end of the shock absorber is connected below the frame 1a, and the other end of the shock absorber is connected to a corresponding lever, which is connected above the frame 1a.
  • the vehicle also includes an active tilt drive system.
  • the active tilt drive system includes:
  • Speed detection device 100a used to detect the traveling speed of the vehicle
  • the rotation angle detection device 200a is used to detect the steering angle of the vehicle
  • the inclination control device 300a when the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle, The tilt control device 300a controls the frame 1a to assume a left-low-right-high attitude; the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects the steering angle of the vehicle to the right When the second preset steering angle is exceeded, the tilt control device 300a controls the frame 1a to assume a left high and a low posture.
  • the tilt control device 300a includes a control mechanism 301a, the first damper 2a, the second damper 3a, and the third damper 4a.
  • the first damper 2a is connected between the frame 1a and the left driving wheel 6a
  • the second damper 3a is connected between the frame 1a and the right driving wheel 7a
  • the third damper 4a It is connected between the frame 1a and the left steering wheel 14a.
  • the control mechanism 301a controls the vehicle
  • the first shock absorber 2a is compressed, and the second shock absorber 3a and the third shock absorber 4a are controlled to stretch so that the frame 1a assumes a left low right high attitude.
  • the first damper The compression speed of the vibrator 2a and the stretching speed of the second and third shock absorbers 3a and 4a are directly proportional to the traveling speed of the vehicle and the steering angle.
  • the control mechanism 301a controls the vehicle
  • the first shock absorber 2a and the third shock absorber 4a are stretched, and the second shock absorber 3a is controlled to compress so that the frame 1a assumes a left high and low right posture.
  • the first damper The stretching speed of the vibration absorber 2a and the third vibration absorber 4a and the compression speed of the second vibration absorber 3a are proportional to the traveling speed of the vehicle and the size of the steering angle.
  • the preset value of the driving speed is a value greater than 0, for example, 5 km / h.
  • the first preset steering angle is an angle greater than 0, such as 5 degrees.
  • the second preset steering angle is an angle greater than 0, such as 5 degrees.
  • the first preset steering angle and the second preset steering angle may be the same or different.
  • the first shock absorber 2a, the second shock absorber 3a, and the third shock absorber 4a are all motor spring shock absorbers 400a in the first embodiment
  • the motor spring shock absorber 400a includes a damping cylinder 401a, a damping spring 402a, a damping column 403a, a motor 404a, a threaded rod 405a, a threaded rod nut slider 406a, and a slide rail 407a, the damping spring 402a, the damping column 403a, the motor 404a,
  • a threaded rod 405a, a threaded rod nut slider 406a, and a slide rail 407a are provided in the vibration-damping cylinder 401a
  • the slide rail 407a is fixedly arranged on the inner wall of the vibration-damping cylinder 401a
  • the housing of the motor 404a slides Set in the slide rail 407a
  • the threaded rod 405a is connected to the output shaft of the motor 404a, the thread
  • the outer side of the bottom end of the damping cylinder 401a is connected to the corresponding lever, that is, the outer side of the bottom end of the damping cylinder 401a of the first damper 2a is connected to the first lever 8a, and the second damping The outer side of the bottom end of the damping cylinder 401a of the damper 3a is connected to the second lever 11a, and the outer side of the bottom end of the damping cylinder 401a of the third damper 4a is connected to the third lever 16a.
  • the control mechanism 301a includes a single-chip microcomputer and a motor control system
  • the single-chip microcomputer is respectively communicatively connected to the speed detection device 100a and the rotation angle detection device 200a, and according to the speed detection device 100a and the rotation angle detection device 200a
  • the detection result of the system sends a control instruction to the motor control system.
  • the motor control system includes a first control circuit, a second control circuit, and a third control circuit.
  • the first control circuit, the second control circuit, and the third control circuit can be integrated in the single-chip microcomputer on.
  • the speed detection device 100a may be a speed sensor arranged on the axle of the left drive wheel 6a or the axle of the right drive wheel 7a.
  • the rotation angle detection device 200a may be a Hall sensor arranged on the steering wheel 27a.
  • motors 404a of the first damper 2a, the second damper 3a, and the third damper 4a are simply referred to as motor M1, motor M2, and motor M3, respectively.
  • the first control circuit includes a first power supply D1, a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a first variable resistor R1 and a second variable resistor R2, the first power supply D1, the first switch K1, the first variable resistor R1, the motor M1 of the first shock absorber, the second variable resistor R2 and the second switch K2 are connected in series to form a loop, the first The anode of a power supply D1 is connected to one end of the first switch K1 and the end of the fourth switch K4, and the cathode of the first power supply D1 is connected to one end of the second switch K2 and one end of the third switch K3.
  • the other end of the first switch K1 is connected between the other end of the third switch K3 and the first variable resistor R1, and the other end of the fourth switch K4 is connected to the other end of the second switch K2 and Between the second variable resistor R2.
  • the second control circuit includes a second power supply D2, a fifth switch K5, a sixth switch K6, a seventh switch K7, an eighth switch K8, a third variable resistor R3 and a fourth variable resistor R4, the second power supply D2, the fifth switch K5, the third variable resistor R2, the motor M2 of the second shock absorber, the fourth variable resistor R4 and the sixth switch K6 are connected in series to form a loop, the first The anode of the second power supply D2 is connected to one end of the fifth switch K5 and the end of the eighth switch K8, and the cathode of the second power supply D2 is connected to one end of the sixth switch K6 and one end of the seventh switch K7.
  • the other end of the fifth switch K5 is connected between the other end of the seventh switch K7 and the third variable resistor R3, and the other end of the eighth switch K8 is connected to the other end of the sixth switch K6. Between the fourth variable resistor R4.
  • the third control circuit includes a third power supply D3, a ninth switch K9, a tenth switch K10, an eleventh switch K11, a twelfth switch K12, a fifth variable resistor R5 and a sixth
  • the variable resistor R6, the third power supply D3, the ninth switch K9, the fifth variable resistor R5, the motor M3 of the third damper, the sixth variable resistor R6 and the tenth switch K10 are connected in series to form a loop.
  • the positive electrode of the third power supply D3 is connected to one end of the ninth switch K9 and one end of the twelfth switch K12, and the negative electrode of the third power supply D3 is connected to one end of the tenth switch K10 and the eleventh switch K11
  • the other end of the ninth switch K9 is connected between the other end of the eleventh switch K11 and the fifth variable resistor R5, and the other end of the twelfth switch K12 is connected to the tenth Between the other end of the switch K10 and the sixth variable resistor R6.
  • the resistance values of the first variable resistor R1, the third variable resistor R3 and the fifth variable resistor R5 are inversely proportional to the traveling speed of the vehicle. That is, the greater the running speed of the vehicle detected by the speed detection device 100a, the single chip adjusts the first variable resistor R1, the third variable resistor R3, and the fifth variable resistor R5 and the smaller the resistance value. In this way, the greater the current through the motors M1, M2, and M3, the greater the output power of the motors M1, M2, and M3.
  • the resistance values of the second variable resistor R2, the fourth variable resistor R4 and the sixth variable resistor R6 are inversely proportional to the steering angle. That is, the larger the steering angle of the vehicle detected by the rotation angle detection device 200a, the smaller the single-chip microcomputer adjusts the second variable resistor R2, the fourth variable resistor R4, and the sixth variable resistor R6 to a smaller resistance value. In this way, the greater the current through the motors M1, M2, and M3, the greater the output power of the motors M1, M2, and M3.
  • the turning angle detection device 200a detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device 200a detects that the turning angle of the vehicle to the right does not exceed the second
  • the motor M1 of the first shock absorber, the motor M2 of the second shock absorber, and the motor M3 of the third shock absorber do not work.
  • the first shock absorber When the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle, the first shock absorber The motor M1 of the motor is reversed to compress the first shock absorber 2a, the motor M2 of the second shock absorber and the motor M3 of the third shock absorber are rotated forward so that the second shock absorber 3a and the first The three shock absorbers 4a are stretched.
  • the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the first shock absorber Motor M1 and the third shock absorber motor M3 rotate forward to make the first shock absorber 2a and the third shock absorber 4a stretch
  • the second shock absorber motor M2 reverse to make the The second shock absorber 3a is compressed.
  • the turning angle detection device 200a detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device 200a detects that the turning angle of the vehicle to the right does not exceed the second
  • the steering angle is preset, it means that the vehicle is driving forward or near forward. All switches of the first control circuit, the second control circuit, and the third control circuit are all turned off.
  • the first shock absorber 2a, the second shock absorber The damper 3a and the third shock absorber 4a are in the intermediate original position, and the frame 1a is parallel to the road surface.
  • the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle (indicating that the vehicle is in motion Left steering state)
  • the fifth switch K5, the sixth switch K6 in the second control circuit and the ninth switch K9, the tenth switch K10 in the third control circuit are connected, and the seventh switch in the second control circuit K7, the eighth switch K8, and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are turned off, the first switch K1 and the second switch K2 in the first control circuit are turned off, and the first control circuit
  • the third switch K3 and the fourth switch K4 are connected.
  • the frame 1a is in a posture of left low and right high.
  • the fifth switch K5, the sixth switch K6 in the second control circuit and the ninth switch K9 and the tenth switch K10 in the third control circuit are turned off.
  • the seventh switch K7, the eighth switch K8 in the second control circuit and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are connected, and the first switch K1 and the second switch K2 in the first control circuit are connected ,
  • the third switch K3 and the fourth switch K4 in the first control circuit are turned off.
  • the second shock absorber 3a and the third shock absorber 4a are compressed (shortened), and the first shock absorber 2a is stretched (extended long).
  • the frame 1a returns from the left low right high state to the horizontal state.
  • the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the right exceeds the second preset steering angle (indicating that the vehicle is traveling Right turn state)
  • the first switch K1, the second switch K2 in the first control circuit and the ninth switch K9 and the tenth switch K10 in the third control circuit are connected, and the third switch in the first control circuit K3, the fourth switch K4, and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are turned off, the fifth switch K5 and the sixth switch K6 in the second control circuit are turned off, and the seventh switch K7, the first The eight switches K8 are connected.
  • the motor M1 of the first shock absorber and the motor M3 of the third shock absorber are rotating forward to stretch the first shock absorber 2a and the third shock absorber 3a.
  • the motor of the second damper 3a is reversed to compress the second damper 3a.
  • the frame 1a is in a posture of high left and low right.
  • the first switch K1, the second switch K2 in the first control circuit and the ninth switch K9 and the tenth switch K10 in the third control circuit are turned off.
  • the third switch K3, the fourth switch K4 in the control circuit and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are connected, and the fifth switch K5 and the sixth switch K6 in the second control circuit are connected,
  • the seventh switch K7 and the eighth switch K8 are turned off, the motor M1 and the motor M3 are reversed to compress the first shock absorber 2a and the third shock absorber 4a, and the motor M2 is rotated forward to stretch the second shock absorber 3a .
  • the frame 1a returns from the state of left high to right low to the horizontal state.
  • the position of the shock absorber and the corresponding lever can be interchanged.
  • the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the left exceeds the first preset steering angle or at the speed detection
  • the device 100a detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the direction of expansion and contraction of the shock absorber is in the same direction Before changing position and after changing position is the opposite.
  • the vehicle provided in the third embodiment of the present application is in the form of four wheels, including a frame 1, a first shock absorber 2, a second shock absorber 3, and a third shock absorber 4 ,
  • the fourth shock absorber 5 the left drive wheel 6, the right drive wheel 7, the travel drive system, the left steering wheel 8, the right steering wheel 9 and the steering drive system.
  • the traveling drive system includes a power device, a drive shaft 10, a first torque transmission mechanism and a second torque transmission mechanism.
  • the first torque transmission mechanism includes a first telescopic universal joint 11, a first hollow lever 13 and a first transmission Shaft 15,
  • the second torque transmission mechanism includes a second telescopic universal joint 12, a second hollow lever 14 and a second transmission shaft 16,
  • the drive shaft 10 extends in the left-right direction of the frame 1, the first A hollow lever 13 and a second hollow lever 14 extend in the front-rear direction of the frame 1,
  • the first transmission shaft 15 is rotatably supported in the first hollow lever 13, and the second transmission shaft 16 is rotatably supported in
  • In the second hollow lever 14 one end of the first shock absorber 2 is connected to the frame 1, and the other end of the first shock absorber 2 is connected to the first hollow lever 13,
  • One end of the second damper 3 is connected to the frame 1, and the other end of the second damper 3 is connected to the second hollow lever 14.
  • One end of the first telescopic universal joint 11 is connected to the left end of the drive shaft 10, the other end of the first telescopic universal joint 11 is connected to one end of the first transmission shaft 15, the first transmission The other end of the shaft 15 is connected to the left drive wheel 6; one end of the second telescopic universal joint 12 is connected to the right end of the drive shaft 10, and the other end of the second telescopic universal joint 12 is connected to the One end of the second transmission shaft 16 is connected, and the other end of the second transmission shaft 16 is connected to the right drive wheel 7.
  • the frame 1 is provided with a first rotating shaft 31 and a second rotating shaft parallel to the driving shaft 10, and the first hollow lever 13 is provided with a first rotating shaft 31 connected to the first rotating shaft 31 A pivot 27, the first hollow lever 13 is divided by the first pivot 27 into a first long arm away from the first telescopic universal joint 11 and a first short arm near the first telescopic universal joint 11 , The length of the first long arm is greater than the length of the first short arm; the second hollow lever 14 is provided with a second fulcrum 28 rotatably connected to the second rotating shaft, the second hollow The lever 14 is divided by the second fulcrum 28 into a second long arm away from the second telescopic universal joint 12 and a second short arm near the second telescopic universal joint 12, the length of the second long arm Greater than the length of the second short arm.
  • the power device is used to drive the drive shaft 10 to rotate, and the rotation of the drive shaft 10 is transmitted to the left drive wheel 6 through the first telescopic universal joint 11 and the first transmission shaft 15 to drive the drive shaft 10
  • the left drive wheel 6 rotates, and the rotation of the drive shaft 10 is transmitted to the right drive wheel 7 through the second telescopic universal joint 12 and the second transmission shaft 16, thereby driving the right drive wheel 7 to rotate.
  • the steering drive system includes a steering handle 17, a steering gear set 18, a longitudinal transmission shaft 19, a lateral transmission shaft 20, a third torque transmission mechanism, and a fourth torque transmission mechanism.
  • the third torque transmission mechanism includes a third telescopic universal joint 21.
  • the fourth torque transmission mechanism includes a fourth telescopic universal joint 22, a fourth hollow lever 24, and a fourth transmission shaft 26.
  • the lateral transmission shaft 20 is along the The frame 1 extends in the left-right direction, the longitudinal transmission shaft 19, the third hollow lever 23, and the fourth hollow lever 24 extend in the front-rear direction of the frame 1, and the third transmission shaft 25 is rotatably supported by the In the third hollow lever 23, the fourth transmission shaft 26 is rotatably supported in the fourth hollow lever 24, and one end of the third shock absorber 4 is connected to the frame 1, and the third damper The other end of the shock absorber 4 is connected to the third hollow lever 23, one end of the fourth shock absorber 5 is connected to the frame 1, and the other end of the fourth shock absorber 5 is connected to the Said on the fourth hollow lever 24.
  • One end of the third telescopic universal joint 21 is connected to the left end of the lateral transmission shaft 20, and the other end of the third telescopic universal joint 21 is connected to one end of the third transmission shaft 25.
  • the other end of the transmission shaft 25 is connected to the left steering wheel 8;
  • one end of the fourth telescopic universal joint 22 is connected to the right end of the lateral transmission shaft 20, and the other end of the fourth telescopic universal joint 22 is connected to One end of the fourth transmission shaft 26 is connected, and the other end of the fourth transmission shaft 26 is connected to the right steering wheel 9.
  • the frame 1 is provided with a third rotation shaft 32 and a fourth transmission shaft parallel to the lateral transmission shaft 20, and the third hollow lever 23 is provided with a rotary connection to the third rotation shaft 32
  • the third fulcrum 29, the third hollow lever 23 is divided by the third fulcrum 29 into a third long arm away from the third telescopic universal joint 21 and a third short arm near the third telescopic universal joint 21 Arm, the length of the third long arm is greater than the length of the third short arm;
  • the fourth hollow lever 24 is provided with a fourth fulcrum 30 rotatably connected to the fourth rotating shaft, the fourth The hollow lever 24 is divided by the fourth fulcrum 30 into a fourth long arm away from the fourth telescopic universal joint 22 and a fourth short arm close to the fourth telescopic universal joint 22, the The length is greater than the length of the fourth short arm.
  • the third rotating shaft 32 may be composed of a single shaft, or may be composed of two shafts that are rotatably engaged with the third fulcrum
  • the first rotating shaft 31 and the second rotating shaft may be the same shaft, or may be two independent shafts that are rotationally engaged with the first fulcrum 27 and the second fulcrum 28, respectively.
  • the third rotating shaft 32 and the fourth rotating shaft may be the same shaft, or may be two independent shafts that are rotationally engaged with the third fulcrum 29 and the fourth fulcrum 30, respectively.
  • the steering gear set 18 is connected between the lower end of the steering handle 17 and one end of the longitudinal transmission shaft 19, and the other end of the longitudinal transmission shaft 19 is connected to the lateral transmission shaft 20 through a reversing gear set 45 Connected, the rotation of the steering handle 17 is transmitted to the steering gear set 18, the longitudinal transmission shaft 19, the reversing gear set 45, the transverse transmission shaft 20, the third telescopic universal joint 21, and the third transmission shaft 25
  • the left steering wheel 8, the rotation of the steering handle 17 also passes through the steering gear set 18, the longitudinal transmission shaft 19, the reversing gear set 45, the transverse transmission shaft 20, the fourth telescopic universal joint 22, and the fourth transmission
  • the shaft 26 is transmitted to the right steering wheel 9, thereby driving the left steering wheel 8 and the right steering wheel 9 to turn synchronously.
  • the power device includes a pedal 33, a first sprocket 34, a second sprocket 35, and a chain 36.
  • the chain 36 is wound around the first sprocket 34 and the second sprocket 35.
  • the pedal 33 is fixed on the On both sides of the first sprocket 34, the second sprocket 35 is fixed on the drive shaft 10, the driver drives the first sprocket 34 to rotate by stepping on the pedal 33, and passes the chain 36 and the second chain
  • the wheel 35 drives the drive shaft 10 to rotate.
  • the other end of the first shock absorber 2 is detachably connected to the first hollow lever 13, and the other end of the second shock absorber 3 is detachably connected to the second hollow lever 14;
  • the first hollow The overall structure formed by the lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7 can rotate around the first rotation shaft 31 and the second rotation axis Rotate in the direction close to the frame 1, so that the first hollow lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7
  • the whole structure can be folded and accommodated in the internal space of the rack 1.
  • the other end of the third shock absorber 4 is detachably connected to the third hollow lever 23, and the other end of the fourth shock absorber 5 is detachably connected to the fourth hollow lever 24;
  • the third telescopic The two sections of the universal joint 21 and the fourth telescopic universal joint 22 are separated, and the left steering wheel 8 and the right steering wheel 9 can be folded separately.
  • the first telescopic universal joint 11, the second telescopic universal joint 12, and the drive shaft 10 are coaxially arranged.
  • the vehicle also includes a first gear set 37, a second gear set 38, a third gear set 39, and a fourth gear set 40, the first gear set 37 is connected to the other of the first telescopic universal joint 11 Between one end and one end of the first transmission shaft 15, the second gear set 38 is connected between the other end of the first transmission shaft 15 and the left driving wheel 6, the third gear set 39 Connected between the other end of the second telescopic universal joint 12 and one end of the second transmission shaft 16, the fourth gear set 40 is connected between the other end of the second transmission shaft 16 and the right Between the driving wheels 7.
  • the first gear set 37 includes two orthogonally meshing bevel gears, one of which is fixed at one end of the first transmission shaft 15 and the other bevel gear is fixed at the other end of the first telescopic universal joint 11, the first gear set A first gear box is provided outside the 37 to accommodate the first gear set 37, and the first gear box is fixed to the first hollow lever 13. Thus, when folded, the first gear box can rotate with the first hollow lever 13.
  • the third gear set 39 includes two orthogonally meshing bevel gears, one of which is fixed at one end of the second transmission shaft 16, and the other bevel gear is fixed at the other end of the second telescopic universal joint 12, the third A third gear box is provided outside the gear set 39 to accommodate the third gear set 39, and the third gear box is fixed to the second hollow lever 14. Thus, when folded, the third gear box can rotate with the second hollow lever 14.
  • the second gear set 38 includes two orthogonally meshing bevel gears, one of which is fixed to the other end of the first transmission shaft 15 and the other bevel gear is fixed to the axle of the left drive wheel 6, the second gear set 38 A second gear box is provided outside to accommodate the second gear set 38, and the second gear box is fixed to the first hollow lever 13.
  • the fourth gear set 40 includes two orthogonally meshing bevel gears, one of which is fixed to the other end of the second transmission shaft 16 and the other bevel gear is fixed to the axle of the right drive wheel 7, the fourth gear set A fourth gear box is provided outside 40 to accommodate the fourth gear set 40, and the fourth gear box is fixed to the second hollow lever 14.
  • the angle a1 between the third telescopic universal joint 21 and the fourth telescopic universal joint 22 and the vertical line L1 of the lateral drive shaft 20 is less than 45 degrees (as shown in FIG. 14).
  • the vehicle also includes a fifth gear set 41, a sixth gear set 42, a seventh gear set 43 and an eighth gear set 44, the fifth gear set 41 is connected to one end of the third telescopic universal joint 21 Between the left end of the transverse transmission shaft 20, the sixth gear set 42 is connected between the other end of the third transmission shaft 25 and the left steering wheel 8, and the seventh gear set 43 is connected Between one end of the fourth telescopic universal joint 22 and the right end of the transverse transmission shaft 20, the eighth gear set 44 is connected between the other end of the fourth transmission shaft 26 and the right steering wheel 9 between.
  • the fifth gear set 41 includes two orthogonally meshing bevel gears, one of which is fixed at the left end of the transverse transmission shaft 20, the other bevel gear is fixed at one end of the third telescopic universal joint 21, and the fifth gear set A fifth gear box is provided outside 41 to accommodate the fifth gear set 41, and the fifth gear box is fixed to the frame 1.
  • the two sections of the third telescopic universal joint 21 can be separated from each other to avoid interference during folding.
  • the seventh gear set 43 includes two orthogonally meshing bevel gears, one of which is fixed at the right end of the transverse transmission shaft 20, and the other bevel gear is fixed at one end of the fourth telescopic universal joint 22, the seventh A seventh gear box is provided outside the gear set 43 to accommodate the seventh gear set 43, and the seventh gear box is fixed to the frame 1. During folding, the two sections of the fourth telescopic universal joint 22 can be separated from each other to avoid interference during folding.
  • the sixth gear set 42 is a worm gear mechanism, the worm is fixed on the third transmission shaft 25, the worm gear is fixed on the axle of the left steering wheel 8, the sixth gear set 42 is provided outside the sixth gear box to accommodate the sixth The gear set 42, the sixth gear box and the third hollow lever 23 are fixed.
  • the worm rotates together with the third transmission shaft 25, and drives the worm wheel meshed with it to rotate horizontally, so as to realize the horizontal steering of the left steering wheel 8.
  • the upper and lower ends of the worm gear of the sixth gear set 42 are connected to a first adapter bracket 50, and the first adapter bracket 50 is fixed to the axle of the left steering wheel 8. In this way, the worm wheel, the first adapter bracket 50 and the left steering wheel 8 rotate integrally.
  • the eighth gear set 44 is a worm gear mechanism, the worm is fixed on the fourth transmission shaft 26, the worm gear is fixed on the axle of the right steering wheel 9, and an eighth gear box is provided outside the eighth gear set 44 to accommodate The eighth gear set 44, the eighth gear box and the fourth hollow lever 24 are fixed.
  • the worm rotates together with the fourth transmission shaft 26, and drives the worm wheel meshed with it to rotate horizontally, so as to realize the horizontal steering of the right steering wheel 9.
  • the upper and lower ends of the worm gear of the eighth gear set 44 are connected to a second adapter bracket 51, and the second adapter bracket 51 is fixed to the axle of the right steering wheel 9. In this way, the worm wheel, the second adapter bracket 51 and the right steering wheel 9 rotate integrally.
  • the steering gear set 18 includes a toothed wheel 1801 and a gear shaft 1802 that mesh with each other.
  • the gear wheel 1801 is connected to the lower end of the steering handle 17, and the gear shaft 1802 is fixed or integrally formed on the One end of the longitudinal transmission shaft 19 is described.
  • the reversing gear set 45 is a worm gear mechanism, a worm gear 4501 is fixed on the lateral transmission shaft 20, and a worm 4502 is fixed or integrally formed on the other end of the longitudinal transmission shaft 19.
  • the worm 4502 of the reversing gear set 45 rotates with the longitudinal transmission shaft 19, and drives the worm wheel 4501 meshed therewith to rotate, so as to realize the transmission of the torque of the longitudinal transmission shaft 19 to the transverse transmission shaft 20.
  • a differential 46 is provided in the middle of the drive shaft 10, and the drive shaft 10 includes a left half shaft connected to the left side of the differential 46 and a right connected to the differential 46 On the right half shaft of the side, the power provided by the power device is distributed to the left half shaft and the right half shaft through the differential 46.
  • the second sprocket 35 is fixed or integrally formed on the differential 46.
  • an oil pump drive gear 47 may also be provided on the drive shaft 10, and the oil pump drive gear 47 can drive an external gear pump.
  • the frame 1 is a frame structure obtained by welding a plurality of pipe beams.
  • the bottom of the rack 1 is fully opened to facilitate folding, and a seat can be installed on the top of the rack 1.
  • the drive shaft 10, the longitudinal transmission shaft 19, the transverse transmission shaft 20, and the steering handle 17 can be rotatably supported on the frame 1 by a bracket equipped with bearings. These brackets are fixed on the rack 1. Tube beams are provided on the rack 1 at positions connected to these brackets.
  • the first transmission shaft 15 is rotatably supported in the first hollow lever 13 through a first bearing, and the inner ring of the first bearing is fixed on the outer periphery of the first transmission shaft 15, The outer ring of the first bearing is fixed on the inner wall of the first hollow lever 13.
  • the second transmission shaft 16 is rotatably supported in the second hollow lever 14 through a second bearing, the inner ring of the second bearing is fixed on the outer periphery of the second transmission shaft 16, and the The outer ring is fixed on the inner wall of the second hollow lever 14.
  • the third transmission shaft 25 is rotatably supported in the third hollow lever 23 by a third bearing, the inner ring of the third bearing is fixed on the outer periphery of the third transmission shaft 25, and the third bearing The outer ring is fixed on the inner wall of the third hollow lever 23.
  • the fourth transmission shaft 26 is rotatably supported in the fourth hollow lever 24 through a fourth bearing.
  • the inner ring of the fourth bearing is fixed on the outer periphery of the fourth transmission shaft 26.
  • the outer ring is fixed on the inner wall of the fourth hollow lever 24.
  • the space above the first hollow lever 13, the second hollow lever 14, the third hollow lever 23, and the fourth hollow lever 24 on the frame 1 is provided with an evacuation space. Therefore, the first hollow lever 13, the second hollow lever 14, the third hollow lever 23, and the fourth hollow lever 24 will not interfere with the frame 1 when folded.
  • the driving wheel is the front wheel
  • the steering wheel is the rear wheel, which realizes front driving and rear steering.
  • the telescopic universal joint used in this article is an existing product, which connects two sections through a spline, and one section provided with a spline shaft can slide relative to the other section provided with a spline hole to achieve expansion and contraction.
  • a section provided with a spline shaft comes out of the spline hole, the two sections of the telescopic universal joint are separated from each other. During installation, it is necessary to reconnect the separated two sections.
  • the first transmission shaft 15 and the first hollow lever 13 rotate around the first fulcrum 27 as a whole
  • a hollow lever 13 is divided into a first long arm near the left driving wheel 6 and a first short arm near the first telescopic universal joint 11 by the first fulcrum 27.
  • the length of the first long arm is greater than the length of the first short arm, so According to the principle of lever, the amplitude of the up and down movement of the end of the first hollow lever 13 close to the first telescopic universal joint 11 is smaller than that of the end of the first hollow lever 13 close to the left driving wheel 6, making the first telescopic universal joint 11
  • the left drive wheel 6 jumps up and down with a large amplitude, there is only a small up and down movement amplitude, which solves the problem that the drive shaft 10 moves up and down through the first telescopic universal joint 11 of the first transmission shaft 15 (first Hollow lever 13) The problem of transmitting torque.
  • the amplitude of the up and down movement of the end of the second hollow lever 14 close to the second telescopic universal joint 12 is smaller than that of the end of the second hollow lever 14 close to the right drive wheel 7 so that the second telescopic universal joint 12 is on the right
  • the driving wheel 7 bounces up and down with a larger amplitude, it also has a smaller amplitude of the up and down movement, which solves the second transmission shaft 16 (second hollow lever) of the drive shaft 10 moving up and down through the second telescopic universal joint 12 14) The problem of transmitting torque.
  • one end of the first shock absorber 2 is hinged to the frame 1, the other end of the first shock absorber 2 is hinged to the first hollow lever 13, the first shock absorber 2 and the first The distance from the hinge point of the hollow lever 13 to the first fulcrum 27 is smaller than the distance from the hinge point of the first shock absorber 2 and the first hollow lever 13 to the other end (wheel end) of the first hollow lever 13.
  • one end of the second shock absorber 3 is hinged to the frame 1, the other end of the second shock absorber 3 is hinged to the second hollow lever 14, the hinge point of the second shock absorber 3 and the second hollow lever 14
  • the distance to the second fulcrum 28 is smaller than the distance from the hinge point of the second shock absorber 3 and the second hollow lever 14 to the other end (wheel end) of the second hollow lever 14. In this way, the larger jump of the driving wheels is caused by the lever action of the first hollow lever 13 and the second hollow lever 14, so that the frame 1 only jumps up and down to a small extent, which improves the riding comfort of the vehicle.
  • the third transmission shaft 25 and the third hollow lever 23 rotate around the third fulcrum 29 as a whole, because the third hollow lever 23 is blocked by the third fulcrum 29 It is divided into a third long arm near the left steering wheel 8 and a third short arm near the third telescopic universal joint 21.
  • the length of the third long arm is greater than the length of the third short arm.
  • the third hollow lever 23 The amplitude of the up and down movement of the end close to the third telescopic universal joint 21 is smaller than the amplitude of the up and down movement of the third hollow lever 23 close to the end of the left steering wheel 8, so that the third telescopic universal joint 21 occurs a larger amplitude on the left steering wheel 8
  • jumping up and down there is only a small amplitude of up and down movement, which solves the problem of the transmission torque of the third transmission shaft 25 (third hollow lever 23) of the horizontal transmission shaft 20 moving up and down through the third telescopic universal joint 21 .
  • the amplitude of the vertical movement of the end of the fourth hollow lever 24 near the fourth telescopic universal joint 22 is smaller than that of the end of the fourth hollow lever 24 near the right steering wheel 9, so that the fourth telescopic universal joint 22 is on the right
  • the steering wheel 9 bounces up and down with a large amplitude, it also has a small up and down movement amplitude, which is a good solution to the fourth transmission shaft 26 (fourth hollow) that the horizontal transmission shaft 20 moves up and down through the fourth telescopic universal joint 22 Lever 24)
  • the problem of transmitting torque is a good solution to the fourth transmission shaft 26 (fourth hollow) that the horizontal transmission shaft 20 moves up and down through the fourth telescopic universal joint 22 Lever 24
  • one end of the third shock absorber 4 is hinged to the frame 1, the other end of the third shock absorber 4 is hinged to the third hollow lever 23, and the third shock absorber 4 and the third
  • the distance from the hinge point of the hollow lever 23 to the third fulcrum 29 is smaller than the distance from the hinge point of the third shock absorber 4 and the third hollow lever 23 to the other end (wheel end) of the third hollow lever 23.
  • one end of the fourth shock absorber 5 is hinged to the frame 1, the other end of the fourth shock absorber 5 is hinged to the fourth hollow lever 24, and the hinge point of the fourth shock absorber 5 and the fourth hollow lever 24
  • the distance to the fourth fulcrum 30 is smaller than the distance from the hinge point of the fourth shock absorber 5 and the fourth hollow lever 24 to the other end (wheel end) of the fourth hollow lever 24. In this way, the larger jump of the steering wheel is caused by the leverage of the third hollow lever 23 and the fourth hollow lever 24, so that the frame 1 only jumps up and down to a small extent, which improves the riding comfort of the vehicle.
  • the first hollow lever 13 when the other end of the first shock absorber 2 is detached from the first hollow lever 13, and the other end of the second shock absorber 3 is detached from the second hollow lever 14, the first hollow lever 13, the first transmission shaft 15.
  • the overall structure formed by the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right driving wheel 7 can rotate around the first rotating shaft 31 and the second rotating axis close to the frame 1, and further
  • the whole structure composed of the first hollow lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7 can be folded and accommodated in the internal space of the frame 1 .
  • the two sections of the third telescopic universal joint 21 and the two sections of the fourth telescopic universal joint 22 can be separated from each other, and the overall structure formed by the third hollow lever 23, the third transmission shaft 25 and the left steering wheel 8
  • the whole structure formed by the fourth hollow lever 24, the fourth transmission shaft 26, and the right steering wheel 9 can be independently folded and turned. That is, the overall structure formed by the third hollow lever 23, the third transmission shaft 25 and the left steering wheel 8 is independently folded and accommodated in the frame 1, the fourth hollow lever 24, the fourth transmission shaft 26
  • the entire structure formed by the right steering wheel 9 can be folded and accommodated in the frame 1 independently.
  • Figure 19 shows the folded state of the vehicle.
  • the power device may also use a non-human drive device such as a motor.
  • the motor can directly drive the driving shaft 10 to rotate through the speed reducer.
  • the power device may also use gear transmission or belt transmission instead of the above-mentioned chain 36 transmission.
  • the driving wheel may also be a rear wheel
  • the steering wheel is a front wheel, which realizes front steering and rear driving.
  • the positions of the shock absorber and the hollow lever may also be interchanged. That is, one end of the shock absorber is connected below the frame, and the other end of the shock absorber is connected to the hollow lever, which is connected above the frame.
  • the vehicle also includes an active tilt drive system.
  • the active tilt drive system includes:
  • the speed detection device 100 is used to detect the traveling speed of the vehicle
  • the rotation angle detection device 200 is used to detect the steering angle of the vehicle
  • the tilt control device 300 when the speed detection device 100 detects that the vehicle's traveling speed is greater than a preset value and the turning angle detection device 200 detects that the vehicle's left steering angle exceeds the first preset steering angle, the The tilt control device 300 controls the rack 1 to assume a left low and right high attitude; the speed detection device 100 detects that the vehicle's traveling speed is greater than a preset value and the rotation angle detection device 200 detects the vehicle's steering angle to the right When the second preset steering angle is exceeded, the tilt control device 300 controls the rack 1 to assume a left high and a low posture.
  • the tilt control device 300 includes a control mechanism 301, the first damper 2, the second damper 3, the third damper 4, and the fourth damper ⁇ 5.
  • the control mechanism 301 controls the vehicle
  • the first shock absorber 2 and the third shock absorber 4 are compressed, and the second shock absorber 3 and the fourth shock absorber 5 are controlled to stretch, so that the frame 1 assumes a left-low and high-right posture.
  • the compression speed of the first shock absorber 2 and the third shock absorber 4 and the stretching speed of the second shock absorber 3 and the fourth shock absorber 5 are all related to the traveling speed and steering angle of the vehicle
  • the size is proportional.
  • the control mechanism 301 controls the vehicle
  • the first shock absorber 2 and the third shock absorber 4 are stretched, and the second shock absorber 3a and the fourth shock absorber 5 are controlled to compress, so that the frame 1a assumes a left high right low attitude.
  • the stretching speed of the first shock absorber 2 and the third shock absorber 4 and the compression speed of the second shock absorber 3 and the fourth shock absorber 5 are all related to the traveling speed and steering angle of the vehicle
  • the size is proportional.
  • the preset value of the driving speed is a value greater than 0, for example, 5 km / h.
  • the first preset steering angle is an angle greater than 0, such as 5 degrees.
  • the second preset steering angle is an angle greater than 0, such as 5 degrees.
  • the first preset steering angle and the second preset steering angle may be the same or different.
  • the first damper 2, the second damper 3, the third damper 4 and the fourth damper 5 are all cylinder spring dampers 400
  • the cylinder spring damper 400 includes a damping cylinder 401, a damping spring 402, an oil cylinder 403 and a slide rail 404, the damping spring 402, the cylinder 403 and the sliding rail 404 are disposed in the damping cylinder 401,
  • the sliding rail 404 is fixedly disposed on the inner wall of the damping cylinder 401, the cylinder of the oil cylinder 403 is slidably disposed in the sliding rail 404, the piston 4031 of the oil cylinder 403 extends out of the damping cylinder 401
  • One end of the damping spring 402 is connected to the inner end of the cylinder 403, and the other end of the damping spring 402 is connected to the bottom end of the damping cylinder 401.
  • the outer side of the bottom end of the vibration damping cylinder 401 is connected to the corresponding hollow lever, that is, the outer side of the bottom end of the vibration damping cylinder 401 of the first damper 2 is connected to the first hollow lever 13, the second The outer end of the bottom end of the shock absorber cylinder 401 of the shock absorber 3 is connected to the second hollow lever 14, and the outer end of the bottom end of the shock absorber cylinder 401 of the third shock absorber 4 is connected to the third hollow lever 23.
  • the outside of the bottom end of the damping cylinder 401 of the fourth damper 5 is connected to the fourth hollow lever 24.
  • the control mechanism 301 includes a single-chip microcomputer and a hydraulic control system 500, the single-chip microcomputer is communicatively connected to the speed detection device 100 and the rotation angle detection device 200, respectively, and according to the detection results of the speed detection device 100 and the rotation angle detection device 200 to the hydraulic pressure
  • the control system issues control instructions.
  • the hydraulic control system 500 includes a bidirectional oil pump 501, a left side pipeline 502, a right side pipeline 503, an intermediate pipeline 504, a first valve 505, and a second valve 506.
  • the left side pipeline One end of 502 is connected to an opening of the bidirectional oil pump 501
  • the other end of the left-side pipeline 502 is connected to the oil cylinder 403 of the first shock absorber 2 and the third shock absorber 4
  • the right pipe One end of the path 503 is connected to the other opening of the bidirectional oil pump 501
  • the other end of the right-side pipeline 503 is connected to the oil cylinder 403 of the second damper 3 and the fourth damper 5,
  • the middle One end of the pipeline 504 is connected to the left pipeline 502, the other end of the intermediate pipeline 504 is connected to the right pipeline 503, and the first valve 505 is disposed at the left pipeline
  • the second valve 506 is disposed on the middle pipeline 504 on the 502 or the right pipeline 503.
  • the output power of the two-way oil pump 501 is proportional to the traveling speed of the vehicle, and the opening degree of the first valve 505 is proportional to the steering angle.
  • the speed detection device 100 may be a speed sensor arranged on the axle of the left drive wheel 6, the axle of the right drive wheel 7 or the drive shaft 10.
  • the rotation angle detection device 200 may be a Hall sensor arranged on the gear wheel 1801 or the steering handle 17.
  • the turning angle detection device 200 detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device 100 detects that the turning angle of the vehicle to the right does not exceed the second
  • the first valve 505 is closed, the second valve 506 is opened, and the bidirectional oil pump 501 is closed.
  • the intermediate line 504 the hydraulic oil in the cylinders 403 of the shock absorbers on both sides flows freely to maintain balance.
  • the bidirectional oil pump 501 is a gear pump, and the oil pump gear in the bidirectional oil pump 501 is connected to the oil pump drive gear 47 on the drive shaft 10 through an electromagnetic clutch.
  • the electromagnetic clutch When the electromagnetic clutch is engaged, the power of the drive shaft 10 drives the oil pump gear in the two-way oil pump 501 through the oil pump drive gear 47 and the electromagnetic clutch to realize the operation of the two-way oil pump 501, and the faster the vehicle travels, the more The faster the oil pump gear rotates, the greater the output power of the bidirectional oil pump 501.
  • the electromagnetic clutch is disconnected, the bidirectional oil pump 501 does not work.
  • the second valve 506 closes , The first valve 505 is opened, the bidirectional oil pump 501 is started, and hydraulic oil flows from the oil cylinder 403 of the first shock absorber 2 and the third shock absorber 4 to the second shock absorber via the bidirectional oil pump 501 The cylinder 403 of the damper 3 and the fourth shock absorber 5.
  • the rack 1 assumes a left low and right high attitude.
  • the second valve 506 closes , The first valve 505 is opened, the bidirectional oil pump 501 is started, and hydraulic oil flows from the cylinders of the second shock absorber 3 and the fourth shock absorber 5 to the first shock absorber through the bidirectional oil pump 501 2 and the cylinder 403 of the third damper 3.
  • the rack 1 assumes a left-to-right attitude.
  • the position of the shock absorber can be interchanged with the corresponding lever.
  • the speed detection device 100 detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200 detects that the steering angle of the vehicle to the left exceeds the first preset steering angle or at the speed detection
  • the device 100 detects that the running speed of the vehicle is greater than a preset value and the turning angle detection device 200 detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the direction of expansion and contraction of the shock absorber is in Before changing position and after changing position is the opposite.
  • the active tilt drive system provided by the fourth embodiment of the present application is different from the third embodiment in that the cylinder spring shock absorber is replaced with a cylinder spring shock absorber.
  • the first shock absorber, the second shock absorber, the third shock absorber, and the fourth shock absorber are all cylinder spring shock absorbers
  • the cylinder spring shock absorber includes a shock absorber cylinder, a shock absorber spring, a cylinder And a slide rail
  • the vibration-damping spring, the cylinder and the slide rail are arranged in the vibration-damping cylinder
  • the slide rail is fixedly arranged on the inner wall of the vibration-damping cylinder
  • the cylinder body of the cylinder is slidingly arranged on the In the slide rail
  • the piston of the cylinder extends out of the damping cylinder and is connected to the frame
  • one end of the damping spring is connected to the inner end of the cylinder
  • the other end of the damping spring is connected to the Describe the bottom end of the damping cylinder.
  • the control mechanism includes a single-chip microcomputer and an air pressure control system, and the single-chip microcomputer is respectively communicatively connected to the speed detection device and the rotation angle detection device.
  • the air pressure control system includes a bidirectional air pump, a left side pipeline, a right side pipeline, and an intermediate pipeline , A first valve and a second valve, one end of the left pipeline is connected to an opening of the bidirectional air pump, and the other end of the left pipeline is connected to the first shock absorber and the third shock absorber One end of the right-side pipeline is connected to the other opening of the bidirectional air pump, and the other end of the right-side pipeline is connected to the cylinder of the second shock absorber and the fourth shock absorber, One end of the intermediate pipeline is connected to the left pipeline, the other end of the intermediate pipeline is connected to the right pipeline, and the first valve is provided at the left pipeline or the right pipeline On the way, the second valve is provided on the intermediate pipeline.
  • the output power of the two-way air pump is proportional to the traveling speed of the vehicle, and the opening degree of the first valve is proportional to the steering angle.
  • the turning angle detection device detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device detects that the turning angle of the vehicle to the right does not exceed the second preset At the steering angle, the first valve is closed, the second valve is opened, and the bidirectional air pump is closed.
  • the second valve closes, the The first valve opens, the bidirectional air pump starts, and gas flows from the cylinders of the first and third shock absorbers to the cylinders of the second and fourth shock absorbers through the bidirectional air pump.
  • the second valve closes, the The first valve opens, the bidirectional air pump starts, and gas flows from the cylinders of the second shock absorber and the fourth shock absorber to the cylinders of the first shock absorber and the third shock absorber through the bidirectional air pump.
  • the position of the shock absorber and the corresponding lever can be interchanged.
  • the speed detection device detects that the vehicle's traveling speed is greater than a preset value and the turning angle detection device detects that the vehicle's steering angle to the left exceeds the first preset steering angle or the speed detection device detects
  • the speed detection device detects
  • the travel speed to the vehicle is greater than the preset value and the turning angle detection device detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the vehicle provided in the fifth embodiment of the present application is in the form of three wheels, including a frame 1, a first shock absorber 2, a second shock absorber 3, and a third shock absorber 4 , Left drive wheel 6, Right drive wheel 7, Travel drive system, steering wheel 49 and steering drive system.
  • the traveling drive system includes a power device, a drive shaft 10, a first torque transmission mechanism and a second torque transmission mechanism.
  • the first torque transmission mechanism includes a first telescopic universal joint 11, a first hollow lever 13 and a first transmission Shaft 15,
  • the second torque transmission mechanism includes a second telescopic universal joint 12, a second hollow lever 14 and a second transmission shaft 16,
  • the drive shaft 10 extends in the left-right direction of the frame 1, the first A hollow lever 13 and a second hollow lever 14 extend in the front-rear direction of the frame 1,
  • the first transmission shaft 15 is rotatably supported in the first hollow lever 13, and the second transmission shaft 16 is rotatably supported in
  • In the second hollow lever 14 one end of the first shock absorber 2 is connected to the frame 1, and the other end of the first shock absorber 2 is connected to the first hollow lever 13,
  • One end of the second damper 3 is connected to the frame 1, and the other end of the second damper 3 is connected to the second hollow lever 14.
  • One end of the first telescopic universal joint 11 is connected to the left end of the drive shaft 10, and the other end of the first telescopic universal joint 11 is connected to one end of the first transmission shaft 15 through a first gear set 37 Connected, the other end of the first transmission shaft 15 is connected to the left drive wheel 6 through a second gear set 38; one end of the second telescopic universal joint 12 is connected to the right end of the drive shaft 10, so The other end of the second telescopic universal joint 12 is connected to one end of the second transmission shaft 16 through a third gear set 39, and the other end of the second transmission shaft 16 is connected to the end through a fourth gear set 40 The right drive wheel 7 is connected.
  • the frame 1 is provided with a first rotating shaft 31 and a second rotating shaft parallel to the driving shaft 10, and the first hollow lever 13 is provided with a first rotating shaft 31 connected to the first rotating shaft 31 A pivot 27, the first hollow lever 13 is divided by the first pivot 27 into a first long arm away from the first telescopic universal joint 11 and a first short arm near the first telescopic universal joint 11 , The length of the first long arm is greater than the length of the first short arm; the second hollow lever 14 is provided with a second fulcrum 28 rotatably connected to the second rotating shaft, the second hollow The lever 14 is divided by the second fulcrum 28 into a second long arm away from the second telescopic universal joint 12 and a second short arm near the second telescopic universal joint 12, the length of the second long arm Greater than the length of the second short arm.
  • the power device is used to drive the drive shaft 10 to rotate, and the rotation of the drive shaft 10 is transmitted through the first telescopic universal joint 11, the first gear set 37, the first transmission shaft 15 and the second gear set 38 It is transmitted to the left drive wheel 6 to drive the left drive wheel 6 to rotate.
  • the rotation of the drive shaft 10 passes through the second telescopic universal joint 12, the third gear set 39, the second transmission shaft 16 and The fourth gear set 40 is transmitted to the right driving wheel 7 to drive the right driving wheel 7 to rotate.
  • the steering drive system includes a steering handle 17, a steering gear set 18, a longitudinal transmission shaft 19, and a third torque transmission mechanism.
  • the third torque transmission mechanism includes a third telescopic universal joint 21, a third hollow lever 23, and a third
  • the transmission shaft 25, the longitudinal transmission shaft 19 and the third hollow lever 23 extend along the front-rear direction of the frame 1, the third transmission shaft 25 is rotatably supported in the third hollow lever 23, the third One end of the shock absorber 4 is connected to the frame 1, and the other end of the third shock absorber 4 is connected to the third hollow lever 23.
  • the steering gear set 18 is connected between the lower end of the steering handle 17 and one end of the longitudinal transmission shaft 19, and the other end of the longitudinal transmission shaft 19 is connected to one end of the third telescopic universal joint 21,
  • the other end of the third telescopic universal joint 21 is connected to one end of the third transmission shaft 25, and the other end of the third transmission shaft 25 is connected to the steering wheel 49 through a transmission gear set 48.
  • the frame 1 is provided with a third rotating shaft 32 perpendicular to the longitudinal transmission shaft 19, and the third hollow lever 23 is provided with a third fulcrum 29 rotatably connected to the third rotating shaft 32.
  • the third hollow lever 23 is divided into a third long arm near the steering wheel 49 and a third short arm near the third telescopic universal joint 21 by the third fulcrum 29. The length is greater than the length of the third short arm.
  • the rotation of the steering handle 17 is transmitted to the steering wheel 49 through the steering gear set 18, the longitudinal transmission shaft 19, the third telescopic universal joint 21, and the third transmission shaft 25 transmission gear set 48, thereby driving the The steering wheel 49 turns.
  • the other end of the first shock absorber 2 is detachably connected to the first hollow lever 13, and the other end of the second shock absorber 3 is detachably connected to the second hollow lever 14;
  • the first hollow The overall structure formed by the lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7 can rotate around the first rotation shaft 31 and the second rotation axis Rotate in the direction close to the frame 1, so that the first hollow lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7
  • the whole structure can be folded and accommodated in the internal space of the rack 1.
  • the other end of the third shock absorber 4 is detachably connected to the third hollow lever 23; when the other end of the third shock absorber 4 is detached from the third hollow lever 23, the The overall structure formed by the third hollow lever 23, the third transmission shaft 25 and the steering wheel 49 can rotate around the third rotating shaft 32 in a direction close to the frame 1, so that the third hollow lever 23, The entire structure formed by the third transmission shaft 25 and the steering wheel 49 can be folded and accommodated in the internal space of the frame 1.
  • first rotating shaft 31 and the second rotating shaft may be the same shaft, or may be two independent shafts that are rotationally engaged with the first fulcrum 27 and the second fulcrum 28, respectively.
  • the steering gear set 18 includes a toothed wheel 1801 and a gear shaft 1802 that mesh with each other.
  • the gear wheel 1801 is connected to the lower end of the steering handle 17, and the gear shaft 1802 is fixed or integrally formed on the One end of the longitudinal transmission shaft 19 is described.
  • a differential 46 is provided in the middle of the drive shaft 10, and the drive shaft 10 includes a left half shaft connected to the left side of the differential 46 and a right connected to the differential 46 On the right half shaft of the side, the power provided by the power device is distributed to the left half shaft and the right half shaft through the differential 46.
  • the second sprocket 35 is fixed or integrally formed on the differential 46.
  • an oil pump drive gear 47 may also be provided on the drive shaft 10, and the oil pump drive gear 47 can drive an external gear pump.
  • the frame 1 is a frame structure obtained by welding a plurality of pipe beams.
  • the bottom of the rack 1 is fully opened to facilitate folding, and a seat can be installed on the top of the rack 1.
  • the drive shaft 10, the longitudinal transmission shaft 19 and the steering handle 17 can be rotatably supported on the frame 1 by a bracket equipped with bearings. These brackets are fixed on the rack 1. Tube beams are provided on the rack 1 at positions connected to these brackets.
  • the first transmission shaft 15 is rotatably supported in the first hollow lever 13 through a first bearing, and the inner ring of the first bearing is fixed on the outer periphery of the first transmission shaft 15, The outer ring of the first bearing is fixed on the inner wall of the first hollow lever 13.
  • the second transmission shaft 16 is rotatably supported in the second hollow lever 14 through a second bearing, the inner ring of the second bearing is fixed on the outer periphery of the second transmission shaft 16, and the The outer ring is fixed on the inner wall of the second hollow lever 14.
  • the third transmission shaft 25 is rotatably supported in the third hollow lever 23 by a third bearing, the inner ring of the third bearing is fixed on the outer periphery of the third transmission shaft 25, and the third bearing The outer ring is fixed on the inner wall of the third hollow lever 23.
  • the space above the first hollow lever 13, the second hollow lever 14 and the third hollow lever 23 on the frame 1 is provided with an avoidance vacancy. Therefore, the first hollow lever 13, the second hollow lever 14 and the third hollow lever 23 will not interfere with the frame 1.
  • the driving wheel is the front wheel
  • the steering wheel 49 is the rear wheel, which realizes front driving and rear steering.
  • the first telescopic universal joint 11, the second telescopic universal joint 12, and the drive shaft 10 are coaxially arranged.
  • the vehicle also includes a first gear set 37, a second gear set 38, a third gear set 39, and a fourth gear set 40, the first gear set 37 is connected to the other of the first telescopic universal joint 11 Between one end and one end of the first transmission shaft 15, the second gear set 38 is connected between the other end of the first transmission shaft 15 and the left driving wheel 6, the third gear set 39 Connected between the other end of the second telescopic universal joint 12 and one end of the second transmission shaft 16, the fourth gear set 40 is connected between the other end of the second transmission shaft 16 and the right Between the driving wheels 7.
  • the first gear set 37 includes two orthogonally meshing bevel gears, one of which is fixed at one end of the first transmission shaft 15 and the other bevel gear is fixed at the other end of the first telescopic universal joint 11, the first gear set A first gear box is provided outside the 37 to accommodate the first gear set 37, and the first gear box is fixed to the first hollow lever 13. Thus, when folded, the first gear box can rotate with the first hollow lever 13.
  • the third gear set 39 includes two orthogonally meshing bevel gears, one of which is fixed at one end of the second transmission shaft 16, and the other bevel gear is fixed at the other end of the second telescopic universal joint 12, the third A third gear box is provided outside the gear set 39 to accommodate the third gear set 39, and the third gear box is fixed to the second hollow lever 14. Thus, when folded, the third gear box can rotate with the second hollow lever 14.
  • the second gear set 38 includes two orthogonally meshing bevel gears, one of which is fixed to the other end of the first transmission shaft 15 and the other bevel gear is fixed to the axle of the left drive wheel 6, the second gear set 38 A second gear box is provided outside to accommodate the second gear set 38, and the second gear box is fixed to the first hollow lever 13.
  • the fourth gear set 40 includes two orthogonally meshing bevel gears, one of which is fixed to the other end of the second transmission shaft 16 and the other bevel gear is fixed to the axle of the right drive wheel 7, the fourth gear set A fourth gear box is provided outside 40 to accommodate the fourth gear set 40, and the fourth gear box is fixed to the second hollow lever 14.
  • the third telescopic universal joint 21 is arranged coaxially with the longitudinal transmission shaft 19.
  • the vehicle also includes a transmission gear set 48 that is connected between the other end of the third transmission shaft 25 and the steering wheel 49. During folding, the two sections of the third telescopic universal joint 21 can be separated from each other to avoid interference during folding.
  • the transmission gear set 48 is a worm gear mechanism, the worm is fixed on the third transmission shaft 25, the worm gear is fixed on the axle of the steering wheel 49, and a gear box is provided outside the transmission gear set 48 to accommodate the transmission gear set, the gear box and The third hollow lever 23 is fixed.
  • the worm rotates together with the third transmission shaft 25, and drives the worm wheel meshed with it to rotate horizontally, so as to realize the horizontal steering of the steering wheel.
  • the upper and lower ends of the worm wheel of the transmission gear set 48 are connected to an adapter frame 52, and the adapter frame 52 is fixed to the axle of the steering wheel 49. In this way, the worm wheel, the adapter 52 and the steering wheel 49 rotate integrally.
  • the first transmission shaft 15 and the first hollow lever 13 rotate around the first fulcrum 27 as a whole
  • the hollow lever 13 is divided into a first long arm near the left driving wheel 6 and a first short arm near the first telescopic universal joint 11 by the first fulcrum 27.
  • the length of the first long arm is greater than the length of the first short arm, therefore, According to the principle of lever, the amplitude of the up and down movement of the end of the first hollow lever 13 close to the first telescopic universal joint 11 is smaller than that of the end of the first hollow lever 13 close to the left drive wheel 6, so that the first telescopic universal joint 11
  • the left drive wheel 6 jumps up and down with a large amplitude, it also has a small up and down movement amplitude, which solves the problem that the drive shaft 10 moves up and down through the first telescopic universal joint 11 of the first transmission shaft 15 (the first hollow Lever 13) The problem of transmitting torque.
  • the amplitude of the up and down movement of the end of the second hollow lever 14 close to the second telescopic universal joint 12 is smaller than that of the end of the second hollow lever 14 close to the right drive wheel 7 so that the second telescopic universal joint 12 is on the right
  • the driving wheel 7 bounces up and down with a larger amplitude, it also has a smaller amplitude of the up and down movement, which solves the second transmission shaft 16 (second hollow lever) of the drive shaft 10 moving up and down through the second telescopic universal joint 12 14) The problem of transmitting torque.
  • one end of the first shock absorber 2 is hinged to the frame 1, the other end of the first shock absorber 2 is hinged to the first hollow lever 13, the first shock absorber 2 and the first The distance from the hinge point of the hollow lever 13 to the first fulcrum 27 is smaller than the distance from the hinge point of the first shock absorber 2 and the first hollow lever 13 to the other end (wheel end) of the first hollow lever 13.
  • one end of the second shock absorber 3 is hinged to the frame 1, the other end of the second shock absorber 3 is hinged to the second hollow lever 14, the hinge point of the second shock absorber 3 and the second hollow lever 14
  • the distance to the second fulcrum 28 is smaller than the distance from the hinge point of the second shock absorber 3 and the second hollow lever 14 to the other end (wheel end) of the second hollow lever 14. In this way, the larger jump of the driving wheels is caused by the lever action of the first hollow lever 13 and the second hollow lever 14, so that the frame 1 only jumps up and down to a small extent, which improves the riding comfort of the vehicle.
  • the third transmission shaft 25 and the third hollow lever 23 rotate around the third fulcrum 29 as a whole, because the third hollow lever 23 is divided by the third fulcrum 29 into the third long arm close to the steering wheel 49 and close to the third
  • the third short arm of the three telescopic universal joint 21 the length of the third long arm is greater than the length of the third short arm, therefore, according to the principle of the lever, the third hollow lever 23 moves up and down the end of the third telescopic universal joint 21
  • the amplitude is smaller than the up and down movement of the third hollow lever 23 close to the end of the steering wheel 49, so that the third telescopic universal joint 21 has only a small up and down movement amplitude when the steering wheel jumps up and down, which is a good solution
  • the problem is that the longitudinal transmission shaft 19 transmits the torque through the third transmission shaft 25 (third hollow lever 23) that moves up and down through the third telescopic universal joint 21.
  • one end of the third shock absorber 4 is hinged to the frame 1, the other end of the third shock absorber 4 is hinged to the third hollow lever 23, and the third shock absorber 4 and the third
  • the distance from the hinge point of the hollow lever 23 to the third fulcrum 29 is smaller than the distance from the hinge point of the third shock absorber 4 and the third hollow lever 23 to the other end (wheel end) of the third hollow lever 23.
  • the larger jumping of the steering wheel 49 is effected by the leverage of the third hollow lever 23, so that the frame 1 only jumps up and down with a smaller amplitude, thereby improving the riding comfort of the vehicle.
  • the first hollow lever 13 when the first hollow lever 13 is detached from the other end of the first damper 2 and the second hollow lever 14 is detached from the other end of the second damper 3, the first hollow
  • the overall structure formed by the lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7 can approach the machine around the first rotation shaft 31 and the second rotation axis
  • the direction of the frame 1 rotates, so that the overall structure of the first hollow lever 13, the first transmission shaft 15, the left drive wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right drive wheel 7 can be folded and accommodated in In the internal space of rack 1.
  • the components protruding from the rack 1 can be folded and stored in the rack 1, and the vehicle can be folded.
  • the folded vehicle is greatly reduced in volume, easy to carry around, and can easily enter the elevator, etc. In a small space.
  • the state of the vehicle of the fifth embodiment after being folded is shown in FIG. 26.
  • the vehicle also includes an active tilt drive system.
  • the active tilt drive system includes:
  • the speed detection device 100 is used to detect the traveling speed of the vehicle
  • the rotation angle detection device 200 is used to detect the steering angle of the vehicle
  • the tilt control device 300 when the speed detection device 100 detects that the vehicle's traveling speed is greater than a preset value and the turning angle detection device 200 detects that the vehicle's left steering angle exceeds the first preset steering angle, the The tilt control device 300 controls the rack 1 to assume a left low and right high attitude; the speed detection device 100 detects that the vehicle's traveling speed is greater than a preset value and the rotation angle detection device 200 detects the vehicle's steering angle to the right When the second preset steering angle is exceeded, the tilt control device 300 controls the rack 1 to assume a left high and a low posture.
  • the tilt control device 300 includes a control mechanism 301, the first damper 2, the second damper 3, and the third damper 4.
  • the control mechanism 301 controls the vehicle
  • the first shock absorber 2 is compressed, and the second shock absorber 3 and the third shock absorber 4 are controlled to stretch, so that the frame 1 assumes a left low right high attitude.
  • the first damper The compression speed of the vibrator 2 and the stretching speeds of the second and third shock absorbers 3 and 4 are directly proportional to the traveling speed and steering angle of the vehicle.
  • the control mechanism 301 controls the vehicle
  • the first shock absorber 2 and the third shock absorber 4 are stretched, and the second shock absorber 3a is controlled to compress so that the frame 1a assumes a left high and low right posture.
  • the first damper The stretching speed of the vibration absorber 2 and the third vibration absorber 4 and the compression speed of the second vibration absorber 3 are directly proportional to the traveling speed of the vehicle and the size of the steering angle.
  • the preset value of the driving speed is a value greater than 0, for example, 5 km / h.
  • the first preset steering angle is an angle greater than 0, such as 5 degrees.
  • the second preset steering angle is an angle greater than 0, such as 5 degrees.
  • the first preset steering angle and the second preset steering angle may be the same or different.
  • the first shock absorber 2, the second shock absorber 3, and the third shock absorber 4 are all cylinder spring dampers 400 as shown in FIG. 21,
  • the cylinder spring dampers 400 includes a damping cylinder 401, a damping spring 402, an oil cylinder 403 and a slide rail 404, the damping spring 402, the cylinder 403 and the sliding rail 404 are disposed in the damping cylinder 401, and the slide rail 404 is fixedly disposed at
  • the cylinder of the oil cylinder 403 is slidably disposed in the sliding rail 404, the piston 4031 of the oil cylinder 403 extends out of the damping cylinder, and one end of the damping spring 402 It is connected to the inner end of the oil cylinder 403, and the other end of the damping spring 402 is connected to the bottom end of the damping cylinder 401.
  • the outer side of the bottom end of the vibration damping cylinder 401 is connected to the corresponding hollow lever, that is, the outer side of the bottom end of the vibration damping cylinder 401 of the first damper 2 is connected to the first hollow lever 13, the second The outside of the bottom end of the damping cylinder 401 of the damper 3 is connected to the second hollow lever 14, and the outside of the bottom end of the damping cylinder 401 of the third damper 4 is connected to the third hollow lever 23.
  • the control mechanism 301 includes a single-chip microcomputer and a hydraulic control system.
  • the single-chip microcomputer is in communication with the speed detection device 100 and the rotation angle detection device 200 respectively, and controls hydraulic pressure according to the detection results of the speed detection device 100 and the rotation angle detection device 200
  • the system issues control commands. As shown in FIG.
  • the hydraulic control system includes a bidirectional oil pump 601, a first pipeline 602, a second pipeline 603, a third pipeline 604, an intermediate pipeline 605, a first valve 606, a second valve 607, and a Three valves 608, one end of the first pipeline 602 is connected to the first opening of the bidirectional oil pump 601, and the other end of the first pipeline 602 is connected to the oil cylinder 403 of the first damper 2
  • One end of the second pipeline 603 is connected to the second opening of the bidirectional oil pump 601, the other end of the second pipeline 603 is connected to the oil cylinder 403 of the second shock absorber 3, and the third pipeline
  • One end of 604 is connected to the middle pipe 605, the other end of the third pipe 604 is connected to the cylinder 403 of the third shock absorber 4, the middle pipe 605 is used to connect the first pipe Road 602, the second pipeline 603 and the third pipeline 604 communicate with each other, the first valve 606 is disposed on the second pipeline 603, the second valve 607 and the third valve 608 are
  • the output power of the bidirectional oil pump 601 is proportional to the traveling speed of the vehicle, and the opening degree of the first valve 606 is proportional to the steering angle.
  • the speed detection device 100 may be a speed sensor arranged on the axle of the left drive wheel 6, the axle of the right drive wheel 7 or the drive shaft 10.
  • the rotation angle detection device 200 may be a Hall sensor arranged on the gear wheel or the steering handle 17.
  • the turning angle detection device 200 detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device 200 detects that the turning angle of the vehicle to the right does not exceed the second
  • the first valve 606 is closed, the second valve 607 and the third valve 608 are opened, and the bidirectional oil pump 601 is closed.
  • the intermediate line 605 the hydraulic oil in the cylinders of the three shock absorbers flows freely and maintains balance.
  • the third valve 608 closes , The first valve 606 and the second valve 607 are opened, the bidirectional oil pump 601 is started, and hydraulic oil flows from the cylinder 403 of the first shock absorber 2 to the second shock absorber 3 through the bidirectional oil pump 601 The cylinder 403 of the third shock absorber 4.
  • the rack 1 assumes a left low and right high attitude.
  • the second valve 607 closes , The first valve 606 and the third valve 608 are opened, the bidirectional oil pump 601 is started, and hydraulic oil flows from the cylinder 403 of the second shock absorber 3 to the first shock absorber 2 and the third shock absorber 4's cylinder 403.
  • the rack 1 assumes a left-to-right attitude.
  • the bidirectional oil pump 601 is a gear pump, and the oil pump gear in the bidirectional oil pump 601 is connected to the oil pump drive gear 47 on the drive shaft 10 through an electromagnetic clutch.
  • the electromagnetic clutch When the electromagnetic clutch is engaged, the power of the drive shaft 10 is driven by the oil pump drive gear 47 and the electromagnetic clutch to drive the oil pump gear in the bidirectional oil pump 601 to realize the operation of the bidirectional oil pump 601, and the faster the vehicle travels, the bidirectional oil pump 601 The faster the oil pump gear rotates, the greater the output power of the bidirectional oil pump 601.
  • the electromagnetic clutch is disconnected, the bidirectional oil pump 601 does not work.
  • the position of the shock absorber and the corresponding lever can be interchanged.
  • the speed detection device 100 detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200 detects that the steering angle of the vehicle to the left exceeds the first preset steering angle or at the speed detection
  • the device 100 detects that the traveling speed of the vehicle is greater than a preset value and the turning angle detection device 200 detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the direction of expansion and contraction of the shock absorber is in the same steering direction Before changing position and after changing position is the opposite.
  • the vehicle of the sixth embodiment of the present application is different from the fifth embodiment in that the cylinder spring shock absorber is replaced with a cylinder spring shock absorber.
  • the first shock absorber, the second shock absorber, and the third shock absorber are all cylinder spring shock absorbers.
  • the cylinder spring shock absorber includes a shock absorber cylinder, a shock absorber spring, a cylinder, and a slide rail.
  • Vibration damping springs, cylinders and slide rails are arranged in the vibration damping cylinder, the slide rails are fixedly arranged on the inner wall of the vibration damping cylinder, the cylinder body of the cylinder is slidably arranged in the slide rails, the The piston of the cylinder extends out of the damping cylinder, one end of the damping spring is connected to the inner end of the cylinder, and the other end of the damping spring is connected to the bottom end of the damping cylinder.
  • the control mechanism includes a single-chip microcomputer and an air pressure control system
  • the single-chip microcomputer is respectively communicatively connected with the speed detection device and the rotation angle detection device, and sends a control instruction to the air pressure control system according to the detection results of the speed detection device and the rotation angle detection device
  • the air pressure control system includes a bidirectional air pump, a first pipeline, a second pipeline, a third pipeline, an intermediate pipeline, a first valve, a second valve, and a third valve.
  • One end of the first pipeline is connected to At the first opening of the bidirectional air pump, the other end of the first pipeline is connected to the cylinder of the first shock absorber, and one end of the second pipeline is connected to the second opening of the bidirectional air pump,
  • the other end of the second pipe is connected to the cylinder of the second shock absorber
  • one end of the third pipe is connected to the intermediate pipe
  • the other end of the third pipe is connected to the third
  • the intermediate pipeline is used to communicate the first pipeline, the second pipeline, and the third pipeline with each other, and the first valve is provided on the second pipeline. Second valve and third valve setting The intermediate pipeline.
  • the output power of the two-way air pump is proportional to the vehicle speed, and the openings of the first valve, the second valve, and the third valve are proportional to the steering angle.
  • the turning angle detection device detects that the turning angle of the vehicle to the left does not exceed the first preset steering angle or the turning angle detection device detects that the turning angle of the vehicle to the right does not exceed the second preset
  • the first valve is closed, the second valve and the third valve are opened, the bidirectional air pump is closed, and the first pipeline, the second pipeline, and the third pipeline are in communication.
  • the third valve closes, the The first valve and the second valve are opened, the bidirectional air pump is started, and gas flows from the cylinder of the first shock absorber to the cylinder of the second shock absorber and the third shock absorber through the bidirectional air pump.
  • the second valve closes, the The first valve and the third valve are opened, the two-way air pump is started, and gas flows from the cylinder of the second shock absorber to the cylinder of the first shock absorber and the third shock absorber through the two-way air pump.
  • the position of the shock absorber and the corresponding lever can be interchanged.
  • the speed detection device detects that the vehicle's traveling speed is greater than a preset value and the turning angle detection device detects that the vehicle's steering angle to the left exceeds the first preset steering angle or the speed detection device detects
  • the speed detection device detects
  • the travel speed to the vehicle is greater than the preset value and the turning angle detection device detects that the steering angle of the vehicle to the right exceeds the second preset steering angle
  • the seventh embodiment of the present application provides an active tilt drive control method, including:
  • the speed detection device detects the traveling speed of the vehicle.
  • the rotation angle detection device detects the steering angle of the vehicle.
  • the tilt control device controls the rack to render Left low right high gesture.
  • the tilt control device controls the rack to render Left high right low gesture.
  • An eighth embodiment of the present application provides an active tilt drive control method, including:
  • the speed detection device detects the traveling speed of the vehicle.
  • the rotation angle detection device detects the steering angle of the vehicle.
  • the tilt control device controls the first reduction
  • the shock absorber and the third shock absorber compress and control the stretching of the second shock absorber and the fourth shock absorber, or the control mechanism controls the stretching of the first shock absorber and the third shock absorber, And control the compression of the second shock absorber and the fourth shock absorber, so that the frame assumes a left-low and right-high attitude.
  • the compression or stretching speed of the first shock absorber and the third shock absorber and The stretching or compressing speed of the second shock absorber and the fourth shock absorber are proportional to the traveling speed of the vehicle and the steering angle.
  • the tilt control device controls the first reduction
  • the shock absorber and the third shock absorber are stretched, and the second shock absorber and the fourth shock absorber are controlled to compress, or the control mechanism controls the first shock absorber and the third shock absorber to compress, and Controlling the stretching of the second shock absorber and the fourth shock absorber, so that the frame assumes a left high and low right posture, at this time, the stretching or compression speed of the first shock absorber and the third shock absorber and
  • the compression or extension speeds of the second shock absorber and the fourth shock absorber are proportional to the traveling speed of the vehicle and the steering angle.
  • the ninth embodiment of the present application provides an active tilt drive control method, including:
  • the speed detection device detects the traveling speed of the vehicle.
  • the rotation angle detection device detects the steering angle of the vehicle.
  • the control mechanism controls the first vibration damping Is compressed, and controls the stretching of the second damper and the third damper, or the control mechanism controls the stretching of the first damper, and controls the second damper and the third damper
  • the shock absorber is compressed so that the frame assumes a left-low and right-high attitude.
  • the compression or stretching speed of the first shock absorber and the stretching or compression speed of the second shock absorber and the third shock absorber are the same as The speed of the vehicle is proportional to the steering angle.
  • the control mechanism controls the first vibration damping And the third shock absorber are stretched, and the second shock absorber is compressed, or the control mechanism controls the first shock absorber and the third shock absorber to compress, and controls the second shock absorber
  • the shock absorber is stretched so that the frame assumes a left high and low right posture. At this time, the stretching or compressing speed of the first shock absorber and the third shock absorber and the second shock absorber are the same as those of the second shock absorber.
  • the speed of the vehicle is proportional to the steering angle.
  • the vehicles of the above embodiments are all wheel-type vehicles (such as manpower bicycles, reclining bicycles, and electric bicycles) to describe the present application. That is, the frame is a frame, the walking mechanism is a wheel, the driving walking mechanism is a driving wheel (the left driving walking mechanism is a left driving wheel, and the right driving walking mechanism is a right driving wheel), and the steering walking mechanism is a steering wheel (left steering walking mechanism) It is the left steering wheel, and the right steering walking mechanism is the right steering wheel).
  • the technology of the present application is also applicable to vehicles such as snowmobiles, boats and jet skis.
  • the driving walking mechanism may be a toothed driving wheel or a track wheel
  • the steering walking mechanism may be a ski. Both the driving walking mechanism and the steering walking mechanism are detachably connected to the frame. When folding, first separate the driving walking mechanism and steering walking mechanism from the connection end of the frame.
  • the driving walking mechanism may be a drum-type floating wheel, and the steering walking mechanism may be a streamlined pontoon. Both the driving walking mechanism and the steering walking mechanism are detachably connected to the frame. When folding, first separate the driving walking mechanism and steering walking mechanism from the connection end of the frame.
  • Vehicles such as snowmobiles, boats, jet skis, etc. are preferred to drive from front to back.

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  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un système d'entraînement d'inclinaison active. Le système d'entraînement d'inclinaison active comprend un dispositif de détection de vitesse (100), un dispositif de détection d'angle de direction (200), et un dispositif de commande d'inclinaison (300). Lorsque le dispositif de détection de vitesse (100) détecte qu'une vitesse de déplacement d'un véhicule est supérieure à une valeur prédéfinie, et le dispositif de détection d'angle de direction (200) détecte qu'un angle de direction du véhicule vers la gauche dépasse un premier angle de direction prédéfini, le dispositif de commande d'inclinaison (300) commande un châssis, de telle sorte que le châssis est dans une position dans laquelle il est plus bas à gauche et plus haut à droite ; et lorsque le dispositif de détection de vitesse (100) détecte que la vitesse de déplacement du véhicule est supérieure à la valeur prédéfinie, et le dispositif de détection d'angle de direction (200) détecte que l'angle de direction du véhicule vers la droite dépasse un second angle de direction prédéfini, le dispositif de commande d'inclinaison (300) commande le châssis, de telle sorte que le châssis est dans une position dans laquelle il est plus haut à gauche et plus bas à droite. Le système d'entraînement d'inclinaison active commande le châssis afin qu'il s'incline vers la gauche ou vers la droite, de telle sorte que, lorsque le véhicule est entraîné et dirigé, le châssis peut rester stable, évitant ainsi le retournement du véhicule. L'invention concerne en outre un procédé de commande de conduite d'inclinaison active et un véhicule.
PCT/CN2019/107309 2018-11-02 2019-09-23 Système d'entraînement d'inclinaison active, procédé d'entraînement d'inclinaison active et véhicule WO2020088145A1 (fr)

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CN109552512B (zh) * 2018-11-02 2020-08-07 柳宁 主动倾斜驱动系统、主动倾斜驱动控制方法及运载工具
CN110937057A (zh) * 2019-12-17 2020-03-31 柳宁 平衡驱动装置、主动平衡驱动系统及运载工具

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