WO2023078145A1 - 一种四轮动平衡车 - Google Patents

一种四轮动平衡车 Download PDF

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Publication number
WO2023078145A1
WO2023078145A1 PCT/CN2022/127835 CN2022127835W WO2023078145A1 WO 2023078145 A1 WO2023078145 A1 WO 2023078145A1 CN 2022127835 W CN2022127835 W CN 2022127835W WO 2023078145 A1 WO2023078145 A1 WO 2023078145A1
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WIPO (PCT)
Prior art keywords
swing
steering
chassis
vehicle
wheel
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PCT/CN2022/127835
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English (en)
French (fr)
Inventor
陈俊华
叶必朝
司强
周皞
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常州工程职业技术学院
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Application filed by 常州工程职业技术学院 filed Critical 常州工程职业技术学院
Publication of WO2023078145A1 publication Critical patent/WO2023078145A1/zh

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    • 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
    • B62K21/00—Steering devices

Definitions

  • the invention relates to the field of vehicles, in particular to a four-wheel dynamic balancing vehicle.
  • the current small electric vehicles or motorcycles mainly have the following problems: 1. Although the small two-wheeled vehicle is flexible and compact and has good dynamic balance characteristics, it cannot be fully enclosed and cannot fundamentally solve the problem of wind, rain and cold protection; Wheel system, anti-skid (braking), especially anti-skidding (braking stability) ability is poor, and the safety factor is low. 2Although a small three-wheeled or four-wheeled vehicle can use a fully enclosed compartment to enhance the braking performance, it is easy to rollover if the speed is fast.
  • a Human-Machine Integrated Balance Vehicle proposes a solution that combines the advantages of two-wheel vehicles and three-wheel/four-wheel vehicles, that is, a three-wheel or four-wheel chassis is used, but the body is It can freely swing left and right on the chassis.
  • the car When the car is running, it relies on the balance control of the driver to balance the body, that is, the driving balance principle of the two-wheeled vehicle is used to drive the three-wheeled or four-wheeled vehicle (this paper calls this vehicle a dynamic vehicle).
  • the human-machine combined balance car that can be used in a four-wheel structure does not have wheels on the body, and the body is connected to the front and rear chassis of the car through two front and rear swing devices. Similar to the direct migration of the two-wheeled vehicle frame, the front wheels are divided into two wheels and the rear wheels are divided into two wheels. Since the rear wheels do not turn, there is no problem with dividing the rear wheels into two, but the front wheels need to be turned.
  • the two front wheels will turn about the center of their line, rather than the two wheels individually turning around their respective knuckles.
  • the result is that the front two wheels are essentially one extra wide single wheel, with the front swinging
  • the center is still on the ground, which is equivalent to not exceeding the scope of the positive three-wheel, so the four-wheel and inverted three-wheel dynamic balancing vehicle of this patent belongs to the four-wheel and inverted three-wheel vehicle with integrated front wheel steering, and its practical application has been greatly affected. limits.
  • Chinese Patent No. ZL201480067213.4 discloses a "vehicle with a tilting frame", the tilting frame 2 of which can tilt relative to the main frame 1, and has a tilting axis 35 (the reference signs in the patent 201480067213.4 are used here), But its tie-rod actuating element 39 is movable relative to said tilting frame 2 and is actuated by tilting of said tilting frame 2 about said tilting axis 35 and independently thereof by rotation by said steering axis 59 , so that the at least one steerable contact element 3a undergoes a steering movement via the at least one tie rod 7 and the tie rod actuating element 39 can pass through the tilting of the tilting frame independently of the tilting The rotation of the steering tube 6 moves relative to the main frame 1 for the actuation of the at least one tie rod 7 .
  • the tilting of the body frame of the vehicle disclosed in this patent application is related to the steering of the vehicle, that is, the actuation of the tie rod 7 has two factors: the tilting of the tilting frame 2 and the rotation through the axis 59; , the tilt of the car will affect the steering of the car, and vice versa, the steering movement of the car will also affect the tilt of the body.
  • the tilting frame 2 and the rotation through the axis 59
  • the tilt of the car will affect the steering of the car, and vice versa
  • the steering movement of the car will also affect the tilt of the body.
  • Chinese patent application No. 201610157690.0 discloses "a mandatory control frame and wheel automatic balancing mechanism for motorcycles with more than three wheels".
  • the front part is connected to the rear part through the "frame connection bearing group", so that the front part can swing around the axis of the bearing relative to the rear part.
  • This patent application has two characteristics: one is to control the balance roll forcibly; the other is that the body is tilted Or during the swing process, the front wheels as the steering wheels tilt and swing with the vehicle body. Since all the wheels are always on the ground, the result of this swing is that the wheels are tilted with the swing.
  • These two characteristics all can not form the swing or tilt of the required dynamic balance of similar two-wheeled vehicle, so it also can not form the dynamic equilibrium state of similar two-wheeled vehicle.
  • An object of the present invention is to provide a four-wheel dynamic balance vehicle, aiming at using simple and economical technical means to enable small four-wheel vehicles with non-integrated front wheels to operate at higher speeds in a more compact size. Smooth driving, so that people can obtain a commuting tool that is safer, more reliable, more convenient and flexible, more economical and comfortable;
  • Another object of the present invention is to solve the problem of how to realize the dynamic balance of the vehicle body on a stable vehicle chassis.
  • the steering operation of the vehicle and the swing of the vehicle body relative to the vehicle chassis will not affect each other.
  • it stands on the chassis of the vehicle in a dynamic balance without any external force, and uses the driver or the electronic balance control system to feel and maintain the dynamic balance state, so that the resultant force on the dynamic balance vehicle during driving is always automatically passed through the swinging body.
  • the axis provides the driver with the best handling experience.
  • a four-wheel dynamic balancing vehicle of the present invention comprises a wheel-free part of the vehicle and a wheel-containing part of the vehicle, and the wheel-free part of the vehicle can swing along the vertical direction of vehicle travel relative to the wheel-containing part of the vehicle , and this swing will not cause the wheels to swing or tilt relative to the ground;
  • the steering operation of the car is performed on the part of the car that does not contain the wheels, and the steering motion of the car can be transmitted to the steering wheels of the part of the car that contains the wheels to achieve steering;
  • the steering operation of the vehicle does not affect each other with respect to the swing of the wheel-free part of the vehicle relative to the wheel-containing part of the vehicle, and the swing of the wheel-free part of the vehicle relative to the wheel-containing part of the vehicle is an unstable swing, It is used to realize the dynamic balance of the wheel-free part of the car on the wheel-containing part of the car, and the swing axis is fixed relative to the wheel-containing part of the car or moves parallel within a certain range with the swing action; specifically,
  • the part of the car that does not contain wheels is the vehicle body, the part that contains the wheels of the car is the chassis, the connection device between the vehicle body and the chassis is a swing device, and the device that realizes the steering operation of the car is a swing device.
  • the vehicle body is arranged to swing relative to the vehicle chassis in the vertical direction along the vehicle through the swing device.
  • the vehicle chassis has two front wheels and two rear wheels, and the two front wheels are steering wheels.
  • the swing device is a kind of vehicle body
  • the swing of the car does not affect the steering movement of the car.
  • the steering operation of the car is issued by the body, and the steering is transmitted from the body to the steering wheels of the chassis through the swing device. In this process, the swing of the body does not affect the steering of the car. Steering, the steering control of the car does not affect the swing of the body;
  • the vehicle body is dynamically balanced on the chassis of the vehicle without any external force during driving, the main body that feels the dynamic balance state, then adjusts and maintains this dynamic balance state is the driver or the electronic balance control system.
  • people use the body's own balance perception and manipulation actions to make the body in a dynamic balance state on the chassis, or use an electronic balance control system to make the body in a dynamic balance state on the chassis.
  • the swing device adopts a rolling swing device, which includes a swing upper component and a swing lower component, the swing upper component is connected with the vehicle body, the swing lower component is connected with the vehicle chassis, and the swing upper The component is rolled and placed on the swing lower component, and there is an anti-slip structure or a tooth-shaped structure that engages with each other between the swing upper component and the swing lower component.
  • the left and right swing of the chassis is a rolling swing device, which includes a swing upper component and a swing lower component, the swing upper component is connected with the vehicle body, the swing lower component is connected with the vehicle chassis, and the swing upper The component is rolled and placed on the swing lower component, and there is an anti-slip structure or a tooth-shaped structure that engages with each other between the swing upper component and the swing lower component.
  • the left and right swing of the chassis is a rolling swing device, which includes a swing upper component and a swing lower component, the swing upper component is connected with the vehicle body, the swing lower component is connected with the vehicle chassis, and
  • the swing upper member and the swing lower member of the rolling swing device are in soft contact, and the contact between the swing upper member and the swing lower member is made of deformable flexible material or an inflatable structure .
  • the swing upper member of the rolling swing device includes a cushion fixing part and a cushion, the cushion is connected with the cushion fixing part, and the cushion fixing part is connected with the lower end of the vehicle body;
  • the swing lower component of the swing device includes a support component, the support component is connected with the vehicle chassis, the cushion is placed on the support component and can roll left and right on the support component; the swing upper component and the swing lower component There is also a swing connection mechanism for limiting the axial and lateral directions of the cushion.
  • the swing connection mechanism includes an upper orifice plate, a lower orifice plate, a movable pin and an axial fixing member
  • the upper orifice plate is connected with the swing upper member or the vehicle body, and the vertical direction of the upper orifice plate has a waist shape hole, and the center line of the waist-shaped hole coincides with the center line of the swing upper member
  • the lower orifice plate is connected with the swing lower member or the chassis, and the vertical direction of the lower orifice plate has a waist-shaped hole; when the body is opposite to the chassis
  • the centerlines of the corresponding waist-shaped holes of the upper orifice plate and the lower orifice plate coincide.
  • the lines form a constantly changing intersection point
  • the movable pin is installed at this intersection point, and the position of the movable pin changes with the change of the intersection point
  • the axial fixing member is used to realize the axial fixation of the movable pin.
  • the swing upper component of the rolling swing device includes a roller fixing piece and a roller contact piece, and the roller contact piece is fixedly connected with the vehicle body through the roller fixing piece;
  • the swing lower component of the rolling swing device includes a support part and a limiting part, the supporting part is connected with the chassis, the limiting part is installed on the chassis or supporting part, the limiting part is used to prevent the contact part of the roller from breaking away from the supporting part, and the fixing part of the roller
  • the swing device is a flexible transmission type swing steering device, one end of the flexible transmission type swing steering device is installed on the vehicle body, the other end is installed on the vehicle chassis, and is connected with the steering wheel on the vehicle chassis in transmission, so
  • the flexible transmission type swing steering device has a flexible transmission mechanism that can bend freely with the swing of the vehicle body between the vehicle body and the vehicle chassis.
  • the flexible transmission type swing steering device includes a steering handle, a steel wire pulling device, a steel wire, a casing, a starting casing fixing device, a terminal casing fixing device, a passive pulling device, a steering shaft, a steering arm and Steering rod, the steering handle is installed on the vehicle body, the steel wire traction device is fixed on the shaft of the steering handle, the beginning end of the steel wire is fixed on the steel wire traction device, and the terminal is fixed on the passive traction device.
  • the passive traction device is fixed on the steering shaft, the steering shaft is installed on the chassis of the vehicle, the sleeve is sleeved on the outside of the steel wire, and one end of the sleeve is fixed on the vehicle body by the start sleeve fixing device, and the other end is
  • the terminal sleeve fixing device is fixed on the vehicle chassis, the inner end of the steering arm is fixed on the steering shaft, and the steering rod is hinged to the outer end of the steering arm;
  • the steering handle When the steering handle turns, it drives the steel wire traction device to rotate, and then produces a traction effect on the steel wire, drives the passive traction device to rotate to make the steering shaft rotate, and the steering shaft drives the steering rod through the steering arm to generate a push-pull movement for the steering wheel; the steel wire
  • the wire and the sleeve are arranged in pairs and symmetrically.
  • the swing device is a rigid transmission type swing steering device, which includes a steering operation part and a steering execution part, the steering operation part is installed on the vehicle body, and the steering execution part is installed on the vehicle body.
  • the rigid transmission mechanism includes a linear output member installed at Part of the steering operation is converted into a steering conversion mechanism for the forward and backward movement of the linear output member, the linear trajectory of the forward and backward movement of the linear output member coincides with or is parallel to the swing axis of the vehicle body relative to the chassis.
  • the linear trajectory of the linear output member’s forward and backward movement coincides with the swing axis of the vehicle body relative to the chassis, the linear output member is in transmission connection with the steering actuator through the swing member, and the linear output member is connected to the steering actuator.
  • the pendulum members are connected by a shaft-hole fitting structure capable of relative rotation, and an axial limit structure for realizing the axial transmission connection of the linear output member and the swing-off member is provided at the shaft-hole fitting structure.
  • the linear trajectory of the forward and backward movement of the linear output member is parallel to the swing axis of the vehicle body relative to the chassis, and the linear output member is in transmission connection with the steering actuating part through the swing member, and the linear output member is connected to the steering actuator.
  • the pendulum members are connected by a chute structure that is relatively movable and coordinated.
  • the plane where the sliding trajectory of the chute structure is located is perpendicular to the swing axis, and there is also a shaft at the chute structure for realizing the linear output member and the swing member.
  • the axial limit structure connected to the transmission.
  • the vehicle chassis is an integrated structure, including front wheels, front axles, steering tie rods, front shock absorbing buffer devices, chassis frames, rear shock absorbing buffer devices, rear axles and rear wheels, and the front wheels are installed on On both sides of the front axle, the steering tie rods connect the steering knuckles of the two front wheels, a front shock absorber is installed between the front axle and the chassis frame, and a rear shock absorber is installed between the chassis frame and the rear axle.
  • the buffer device, the rear wheels are installed on both sides of the rear axle, the chassis frame is a continuous rigid integral structure, and the vehicle body is installed on the chassis frame through a swing device.
  • the vehicle chassis is a split structure, which is divided into a front half of the chassis and a rear half of the chassis, the front half of the chassis is connected to the vehicle body through a swing device, and the rear half of the chassis is connected to the vehicle body through a swing device.
  • the chassis includes front wheels, front axle, steering tie rod, front shock absorbing buffer device, chassis front frame, chassis rear frame, rear shock absorbing buffer device, rear axle and rear wheel, and the front wheel is installed On both sides of the front axle, the steering tie rods are connected to the steering knuckles of the two front wheels, the front shock absorbing and buffering device is installed between the front axle and the chassis front frame, and the front shock absorbing device is installed between the chassis rear frame and the rear axle.
  • the rear shock absorbing buffer device is installed, the rear wheels are installed on both sides of the rear axle, the chassis front frame is connected with the vehicle body through a swing device, and the chassis rear frame is connected with the vehicle body through a swing device.
  • the swing device further includes a damping mechanism, which is used to add damping to the swing to increase the stability of the dynamic balance control, and the degree of damping by the damping mechanism is limited to the control without losing the dynamic balance of the vehicle body.
  • the electronic balance control system is a gyroscope electronic balance control system.
  • a four-wheel dynamic balancing vehicle of the present invention solves the contradictory problem between the speed and stability (easy to roll over) of a small four-wheel vehicle whose front wheels are non-integrated steering, and uses simple and economical technical means to make the small four-wheel vehicle
  • the four-wheeled vehicle can run smoothly at a higher speed in a more compact size, which improves the safety of the small four-wheeled vehicle at high speeds, and enables people to obtain a safer, more reliable, more convenient and flexible, more economical and comfortable vehicle. commuting tools;
  • a four-wheel dynamic balancing vehicle of the present invention by making the steering operation independent of the swing of the vehicle body, that is, the steering operation of the vehicle and the swing of the vehicle body relative to the chassis of the vehicle do not affect each other, and the vehicle body does not rely on Any external force is dynamically balanced on the chassis of the car, and the driver or the electronic balance control system is used to feel and maintain the dynamic balance state, so that the resultant force on the dynamic balancing car during driving always passes through the swing axis automatically, improving the
  • the driving safety and operational flexibility of the non-integrated front wheel steering four-wheel vehicle provide the driver with the best control experience, greatly expanding its applicable crowd and occasions; its body width can be controlled within 0.7 meters, At a speed of 50km/h, it can smoothly pass through a bend with a radius of 20 to 25 meters;
  • a kind of four-wheel dynamic balance car of the present invention it has promoted the driving experience of small four-wheel vehicle, and the vehicle body is carried out dynamic balance control by driver, and driving four-wheel vehicle has the sensation similar to riding two-wheel vehicle, therefore has Better driving experience;
  • a kind of four-wheel dynamic balance vehicle of the present invention when it adopts electronic balance control system to realize dynamic balance control, compared with the balance vehicle controlled by the current electronic system, including unicycle and two-wheel vehicle, it has higher Driving speed and safety; when the electronic balance control system and human operation complement each other, the driving stability and safety of the dynamic balancing car will be further improved;
  • the four-wheel dynamic balancing vehicle of the present invention does not use complicated and special structures, nor does it need to use special materials or control devices, but some conventional machinery
  • the application of the structure and the added devices are also very limited, so this change will not have a great impact on its production cost, and has better economy.
  • Fig. 1 is the side elevation schematic diagram of a kind of four-wheel dynamic balancing car of the present invention
  • Fig. 2 is a schematic structural view of a bearing type swing device in a four-wheel dynamic balancing vehicle of the present invention
  • Fig. 3 is the sectional view of A-A direction in Fig. 2;
  • Fig. 4 is a schematic structural view of a hinged swing device in a four-wheel dynamic balancing vehicle of the present invention
  • Fig. 5 is the sectional view of B-B direction in Fig. 4;
  • Fig. 6 is a structural schematic diagram of a rolling swing device in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 7 is a structural schematic diagram of the swing connection mechanism in the rolling swing device of a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 8 is a schematic diagram of an upright state of a rolling swing device in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 9 is a schematic diagram of a rolling swing device swinging to one side in a four-wheel dynamic balancing vehicle according to the present invention.
  • Fig. 10 is a structural schematic diagram of another rolling swing device in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 11 is a schematic cross-sectional structural view of the rolling swing device in Fig. 10;
  • Fig. 12 is a schematic diagram of the rolling swing device in Fig. 10 swinging to one side;
  • Fig. 13 is a structural schematic diagram of a flexible transmission type swing steering device in a four-wheel dynamic balancing vehicle of the present invention
  • Fig. 14 is a structural schematic diagram of a rigid transmission type swing steering device in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 15 is a schematic diagram of a straight-ahead state of a rigid transmission type swing steering device in a four-wheel dynamic balancing vehicle of the present invention
  • Fig. 16 is a schematic diagram of the steering state of the rigid transmission type swing steering device in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 17 is a schematic diagram of a chute connection structure between the linear output member and the swing member in the rigid transmission type swing steering device of the present invention.
  • Fig. 18 is a schematic diagram of the elevation structure of the integrated vehicle chassis in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 19 is a schematic view of the vertical structure of the integrated vehicle chassis in a four-wheel dynamic balancing vehicle of the present invention.
  • Fig. 20 is a schematic diagram of the vertical structure of the split chassis of a four-wheel dynamic balancing vehicle according to the present invention.
  • Swing device 2a, bearing swing device; 2a1, bearing; 2a2, bearing seat; 2a3, rotating shaft; 2b, hinged swing device; 2b1, hinge upper member; 2b2, hinge lower member; 2b3, pin; 2b4, Fastener; 2c, rolling cushion swing device; 2c1, cushion fixture, 2c2, cushion; 2c3, supporting member; 2c4, swing connection mechanism; 2c41, upper orifice plate; 2c42, lower orifice plate; 2c43 , Movable pin; 2c44, Axial fixed piece; 2d, Rolling toothed swing device; 2d1, Roller fixed piece; 2d2, Roller contact piece; 2d3, Limiting piece; 2d4, Supporting piece;
  • Chassis; 3a integrated chassis; 3a1, front wheel; 3a2, front axle; 3a3, steering tie rod; 3a4, front shock absorbing buffer device; 3a5, chassis frame; 3a6, rear shock absorbing buffer device; 3a7 , rear axle; 3a8, rear wheel; 3b, split chassis; 3b1, front wheel; 3b2, front axle; 3b3, steering tie rod; 3b4, front shock absorbing buffer device; 2. Chassis rear frame; 3b6, rear shock absorbing buffer device; 3b7, rear axle; 3b8, rear wheel; 309, power unit;
  • Swing device flexible transmission type swing steering device; 4a1, steering handle; 4a2, steel wire traction device; 4a3, steel wire; 4a4, bushing; Fixed device; 4a7, passive traction device; 4a8, steering shaft; 4a9, steering arm; 4aA, steering rod; 4b, rigid transmission swing steering device; 4b1, steering handle; 4b2, universal joint; 4b3, rotating shaft; 4b4 , gear; 4b5, rack; 4b6, linear output member; 4b7, swing member; 4b8, pull rod; 4b9, conversion mechanism; 4bA, steering rod.
  • a kind of four-wheel dynamic balancing car of the present invention comprises the wheel-free part of the car and the wheel-containing part of the car, and the wheel-free part of the car can travel along the vertical direction of the car relative to the wheel-containing part of the car
  • Directional swing that is, lateral swing, and this swing will not cause the swing or tilt of the wheel relative to the ground, that is, this swing is not transmitted to the wheel
  • the steering operation of the car is in the part of the car that does not contain the wheel, and the steering motion of the car can be transmitted Realize steering on the steering wheels of the wheel-containing part of the car;
  • the steering operation of the vehicle does not affect the swing of the part without wheels relative to the part containing wheels of the vehicle.
  • the swing of the part without wheels relative to the part containing wheels of the vehicle is an unstable swing, and the swing axis is opposite to
  • the wheel-containing part of the vehicle is fixed or moves parallel within a certain range with the swing action, that is, the non-wheel part of the vehicle is in any position other than the boundary without the driver's manipulation or other balance control system control
  • the vehicle is unstable, it is necessary to return to the boundary position to obtain a stable state.
  • the unstable swing is a necessary condition for establishing the dynamic balance of the vehicle.
  • the wheel-free part of the car can stand on the wheel-containing part of the car smoothly and dynamically without any external force during driving.
  • the main body that feels the state of dynamic balance, and then adjusts and maintains this state of dynamic balance is the driver or the electronic balance control system; it is precisely with this dynamic balance that it is possible to keep the entire vehicle in the best safe driving state;
  • the steering operation of the car is on the part of the car that does not contain the wheels, and the steering motion needs to be transmitted to the steering wheels of the part containing the wheels of the car to realize the steering.
  • the steering operation of the car does not affect the relative position of the part without the wheels Including the swing of the wheel part, on the contrary, the swing does not affect the steering operation of the car, and the mutual interaction between the steering and the swing is another necessary condition for the dynamic balance of the four-wheel dynamic balance vehicle with non-integrated front wheels.
  • the part of the car that does not contain wheels is the body 1, the part that contains the wheels of the car is the chassis 3, the connecting device between the body 1 and the chassis 3 is the swing device 2, and the device that realizes the steering operation of the car is the swing device. 4.
  • the vehicle body 1 is set to swing in the vertical direction along the vehicle movement relative to the vehicle chassis 3 through the swing device 2.
  • the vehicle chassis 3 has two front wheels and two rear wheels, and the two front wheels are steering wheels.
  • the four wheels of the whole vehicle touch the ground.
  • the swing device 4 is a steering device that makes the swing of the vehicle body 1 and the steering movement of the vehicle independent of each other.
  • the steering operation of the vehicle is issued from the vehicle body 1 and transmitted from the vehicle body 1 to the steering wheel of the chassis 3 through the swing device 4.
  • the swing of the vehicle body 1 does not affect the steering of the vehicle, and the steering control of the vehicle does not affect the swing of the vehicle body 1; the vehicle body 1 stands on the chassis 3 in dynamic balance without any external force during driving
  • the main body that feels the state of dynamic balance, then adjusts and maintains this state of dynamic balance is the driver or the electronic balance control system.
  • Dynamic balance state or use the electronic balance control system to make the vehicle body 1 be in a dynamic balance state on the chassis 3 .
  • the driver or the electronic balance control system can make up for the impact of this small disturbance and make the car run smoothly and safely under the action of dynamic balance, this small disturbance is acceptable.
  • the first core problem that the present invention solves is: Can a car body 1 that can swing freely and lose stability be able to realize dynamic balance on a car chassis 3 that can turn without any other external force?
  • the present invention proves that the dynamic balance of a four-wheel vehicle can be established through practice, and in terms of control experience, the dynamic balance of a four-wheel vehicle is different from that of a two-wheel vehicle; the present invention believes that the dynamic balance control of a three-wheel vehicle is the closest to that of a two-wheel vehicle.
  • inverted three-wheeled vehicles and finally four-wheeled vehicles.
  • the second core problem that the present invention solves is: why realize vehicle body 1 dynamic balance on stable vehicle chassis 3? Or why it is said that "it is with this dynamic balance that it is possible to make the whole vehicle in the best safe driving state"?
  • Present small four-wheel vehicles are all trying to prevent rollover, to improve driving safety, an accepted way is to make the vehicle body tilt inward when turning, but the present invention thinks that this has not reached the best effect, the best at present
  • the most important is the two-wheeled vehicle, which basically does not roll over when cornering (the possibility of sideslip is high), because it is a dynamic balance control, including the two-wheeled two-wheeled vehicle that was controlled by a gyroscope in the early years.
  • a four-wheel dynamic balancing car of the present invention is different from the patent "A Man-Machine Integrated Balancing Car” (Patent No. 201922148722.2) in that by making its steering operation independent of the body swing, that is, the steering operation of the car is independent of the body swing.
  • the swing of 1 relative to the chassis 3 does not affect each other, and the destabilizing swing of the body 1 relative to the chassis 3 is truly realized, so that the body 1 can stand dynamically and balanced on the chassis 3 without any external force during driving.
  • use the driver or the electronic balance control system to feel the dynamic balance state, and then adjust and maintain this dynamic balance state; the resultant force on the dynamic balance car during driving always automatically passes through the swing axis, which improves the four-wheeled vehicle.
  • Excellent driving safety and operational flexibility provide the driver with the best control experience, thus making the four-wheel dynamic balancing vehicle more practical.
  • Proposing and solving the above two problems is a breakthrough in principle and method of the present invention, is the core of the present invention, and is also the fundamental difference of the present invention relative to the various technologies that the existing vehicle body can tilt and swing.
  • the specific devices and structures they are technical means adopted to realize the needs of dynamic balance; moreover, the specific structures caused thereby are all simple and easy to implement.
  • the swing or inclination of the vehicle body 1 will not be transmitted to the wheels on the chassis 3, that is, the swing or inclination of the vehicle body 1 will not cause the wheels to swing or incline relative to the ground.
  • the entire chassis 3 in the present invention does not swing, and the chassis 3 always passes The four wheels touch the ground stably, and the four wheels are always in contact with the ground with the front side, and the "grip" ability will not be reduced due to the large-angle inclination changing the contact surface between the tires and the ground, so that the vehicle can obtain a more stable driving ability .
  • the above-mentioned “unstable swing” refers to the characteristics of this swing. It cannot be said that it cannot be increased with auxiliary devices. For example, when parking, in order to make the vehicle body 1 upright, a locking structure can be added when it is upright; The swing will not be overly flexible, increasing the handling stability and so on. If the vehicle body can stop at any position other than the boundary when the damping is increased to an empty vehicle, but it will become unstable when the vehicle is loaded, this also belongs to the category of the above-mentioned "unstable swing".
  • the direction in which the body 1 swings is the vertical direction of the vehicle, that is, the lateral direction.
  • the essence of the swing is to rotate back and forth around a certain axis within a certain angle range, but in this process, the rotation axis is not necessarily fixed. depends on the specific structure of the device.
  • Swing device 4 is a necessary key part in the present invention, because the car must be able to turn, if the existing steering system is adopted, it will inevitably cause conflicts between steering and swing, and it is found that this contradiction is also a key point of the present invention, if With the existing steering system, the body 1 cannot pivot relative to the chassis 3 despite the pivot device 2 .
  • ZL201480067213.4 also lies in the swing device 4.
  • the swing of the tilted frame of the above-mentioned patent application will affect the steering, and the steering of the car will also affect the steering.
  • the inclination of the tilted frame makes the tilted frame unable to achieve real dynamic balance; and in the present invention, the steering operation of the car does not affect the swing of the vehicle body 1 relative to the chassis 3, and vice versa, the swing of the vehicle body 1 does not affect the steering of the car Operation, steering and swing do not affect each other, so that the vehicle body 1 can realize dynamic balance on the chassis 3, and can turn freely.
  • a four-wheel dynamic balancing vehicle in this embodiment includes a vehicle body 1 and a vehicle chassis 3.
  • the vehicle body 1 can swing relative to the vehicle chassis 3 along the vertical direction of vehicle travel, and this swing will not cause wheel vibration. Swing or tilt relative to the ground; the steering operation of the car is on the vehicle body 1, and the steering motion of the car can be transmitted to the steering wheels of the chassis 3 to realize steering.
  • the steering operation of the car does not affect the swing of the body 1 relative to the chassis 3.
  • the swing of the body 1 relative to the chassis 3 is an unstable swing, and the swing axis is fixed relative to the chassis 3 or moves along with the swing.
  • the connecting device between the body 1 and the chassis 3 is a swing device 2
  • the device for realizing the steering operation of the car is a swing device 4
  • the body 1 moves along the vehicle body 1 relative to the chassis 3 through the swing device 2.
  • the vertical direction swing setting for traveling the chassis 3 has two front wheels and two rear wheels, and the two front wheels are steering wheels
  • the swing device 4 is a steering device that makes the swing of the vehicle body 1 and the steering motion of the car independent of each other.
  • the steering operation of the car is issued by the body 1, and the steering wheel is transmitted from the body 1 to the chassis 3 through the swing device 4 to realize the steering.
  • the swing of the body 1 does not affect the steering of the car, and the steering control of the car does not Affects the swing of the body 1; the body 1 stands on the chassis 3 in dynamic balance without any external force during driving, the main body that feels the state of dynamic balance, then adjusts and maintains this state of dynamic balance is the driver or electronic balance Control system, the driver uses the body's own balance perception and manipulation actions to make the body 1 in a dynamic balance state on the chassis 3, or uses an electronic balance control system to make the body 1 in a dynamic balance state on the chassis 3.
  • the chassis 3 can be stably supported on the ground.
  • the driver utilizes the body's own balance perception and control action or uses an electronic balance control system to make the vehicle body 1 in a dynamic equilibrium state on the chassis 3, and at the same time
  • the swing device 4 can freely control the steering of the steering wheels on the chassis 3.
  • the vehicle body 1 can adaptively tilt and swing to the inner side of the curve, and the swing range can be dynamically adjusted according to the turning radius and vehicle speed. The operating flexibility and driving safety of the four-wheel vehicle are improved.
  • the swing of the vehicle body 1 relative to the chassis 3 is realized by the swing device 2.
  • the swing device 2 There are many specific structural forms of the swing device 2, as long as the vehicle body 1 can freely rotate and tilt within a certain angle range relative to the chassis 3.
  • Figure 2 and Figure 3 show a bearing type swing device 2a, the bearing type swing device 2a includes a bearing 2a1, a bearing seat 2a2 and a rotating shaft 2a3, the bottom of the vehicle body 1 is connected with the rotating shaft 2a3, and the two ends of the rotating shaft 2a3
  • the bearing 2a1 is installed, the bearing 2a1 is installed in the bearing seat 2a2, the bearing seat 2a2 is fixed on the vehicle chassis 3, and the vehicle body 1 swings with the rotating shaft 2a3 as the rotation center.
  • FIGS 4 and 5 show another swing device 2, namely a hinged swing device 2b, which includes a hinge upper member 2b1, a hinge lower member 2b2, a pin 2b3 and a fastener 2b4, the The bottom is connected with the hinge upper member 2b1 as a whole, the hinge lower member 2b2 is fixed on the chassis 3, the pin 2b3 passes through the hinge upper member 2b1 and the hinge lower member 2b2, and is axially fixed by the fastener 2b4, so that the hinge upper member 2b1 can rotate around the axis of the pin 2b3 relative to the hinge lower member 2b2, that is, the vehicle body 1 swings around the pin 2b3 as the rotation center.
  • a hinged swing device 2b which includes a hinge upper member 2b1, a hinge lower member 2b2, a pin 2b3 and a fastener 2b4, the The bottom is connected with the hinge upper member 2b1 as a whole, the hinge lower member 2b2 is fixed on the chassis 3, the pin 2b3 passes through the
  • the swing axis of the vehicle body 1 relative to the chassis 3 is fixed relative to the chassis 3, that is, the axis of the pin 2b3.
  • the device for realizing the swing of the vehicle body 1 relative to the chassis 3 has many schemes in terms of existing mechanical technologies, and a relatively simple and common one is the use of a rotating pair structure. Here, only two of the rotating pairs are listed.
  • the specific structure of each type of swing device, whether it is a bearing type swing device 2a or a hinged swing device 2b, the structure itself is not special, in particular, they are applied here to realize the free swing of the vehicle body 1 relative to the chassis 3 .
  • the swing device 2 may also include a damping mechanism, which is used to add damping to the swing to increase the stability of the dynamic balance control, and the degree of damping increased by the damping mechanism is limited to the control without losing the dynamic balance of the vehicle body.
  • the damping mechanism can be in the form of a damping spring, a damping block, etc., and a damping mechanism in the form of a damping block is shown in Figure 3. The firmware is adjusted tightly, and the hoop is fixed on the vehicle chassis 3, so that the swing of the vehicle body 1 can be damped to a certain extent.
  • the above-mentioned pivoting device 4 is a key mechanism that realizes that the swing of the vehicle body 1 and the steering motion of the car do not affect each other.
  • the swing device 4 in this embodiment is a flexible transmission type swing steering device 4a, one end of the flexible transmission type swing steering device 4a is installed on the vehicle body 1, and the other end is installed on the vehicle chassis 3 , and is connected with the steering wheel transmission on the chassis 3, the flexible transmission type swing steering device 4a has a flexible transmission mechanism that can freely bend with the swing of the vehicle body 1 between the vehicle body 1 and the vehicle chassis 3.
  • the above-mentioned flexible transmission mechanism is a steel wire casing line transmission mechanism, that is, the flexible transmission type swing steering device 4a includes a steering handle 4a1, a steel wire traction device 4a2, a steel wire 4a3, a casing 4a4,
  • the starting casing fixing device 4a5, the terminal casing fixing device 4a6, the passive traction device 4a7, the steering shaft 4a8, the steering moment arm 4a9 and the steering pull rod 4aA, the steering handle 4a1 are installed on the body 1, and can be turned left and right on the body 1.
  • the wire pulling device 4a2 is fixed on the shaft of the steering handle 4a1, the beginning end of the steel wire 4a3 is fixed on the steel wire pulling device 4a2, the terminal is fixed on the passive pulling device 4a7, and the passive pulling device 4a7 is fixed on the steering shaft 4a8, and the steering shaft 4a8 Installed on the vehicle chassis 3, the sleeve 4a4 is set on the outside of the steel wire 4a3, and one end of the sleeve 4a4 is fixed on the vehicle body 1 by the beginning sleeve fixing device 4a5, and the other end is fixed on the vehicle chassis 3 by the terminal sleeve fixing device 4a6 Above, the inner end of the steering arm 4a9 is fixed on the steering shaft 4a8, and the steering rod 4aA is hinged with the outer end of the steering arm 4a9.
  • the steering handle 4a1 When the steering handle 4a1 turns, it drives the steel wire traction device 4a2 to rotate, and then produces a traction effect on the steel wire 4a3, and the steel wire 4a3 drives the passive traction device 4a7 to rotate to make the steering shaft 4a8 rotate, and the steering shaft 4a8 drives the steering rod through the steering arm 4a9 4aA produces a push-pull movement on the steering wheel to realize the direction control of the steering wheel; the steel wire 4a3 and the sleeve 4a4 are arranged in pairs and symmetrically, when the steering handle 4a1 turns left, the steel wire 4a3 on one side is pulled and the other side is pulled 4a3 is released, and when steering handle 4a1 turned right, the side steel wire 4a3 that was drawn before was released, and the side steel wire 4a3 that was released before was pulled.
  • the steering movement of the steering handle 4a1 relative to the vehicle body 1 is transformed into the relative sliding of the steel wire 4a3 relative to the sleeve 4a4.
  • the passive traction device 4a7 rotates to make the steering shaft 4a8 rotate, thereby making the steering force
  • the arm 4a9 rotates relative to the chassis 3 .
  • the sleeve pipe 4a4 and the steel wire 4a3 therein are flexible, when the vehicle body 1 swings relative to the chassis 3, the sleeve pipe 4a4 and the steel wire 4a3 therein change flexibly thereupon, but this change will not make the steel wire The elongation or shortening of the wire 4a3 and the sleeve 4a4 will not cause the steel wire 4a3 to slide relative to the sleeve 4a4, which realizes the separation of swing and steering.
  • the above-mentioned steel wire casing line transmission mechanism is the same transmission structure as the brake line or speed change line of the bicycle. When the faucet of the bicycle is turned, it will not affect the brake or speed change. The effect here is the same. Using this flexible structure for reference and applying it here has innovative value, and the structure design is simple and compact, and the rotation control is accurate and flexible.
  • Fig. 18 and Fig. 19 show a chassis structure of one-piece structure, which is a continuous whole composed of various parts connected, and it can be stabilized only through its four wheels. Stand on the ground without the assistance of any other devices, that is, the integrated vehicle chassis 3a.
  • This integrated vehicle chassis 3a comprises front wheel 3a1, front axle 3a2, steering tie rod 3a3, front shock absorbing buffer device 3a4, chassis frame 3a5, rear shock absorbing buffer device 3a6, rear axle 3a7 and rear wheel 3a8, and front wheel 3a1 installs On both sides of the front axle 3a2, the steering tie rod 3a3 connects the steering knuckles of the two front wheels 3a1, the front shock absorbing buffer device 3a4 is installed between the front axle 3a2 and the chassis frame 3a5, and the front shock absorber 3a4 is installed between the chassis frame 3a5 and the rear axle 3a7.
  • Rear shock-absorbing buffer device 3a6, rear wheel 3a8 are installed on rear axle 3a7 both sides
  • chassis frame 3a5 is a continuous rigid integral structure
  • vehicle body 1 is installed on the chassis frame 3a5 by swing device 2.
  • Figure 20 shows another split chassis structure, namely the split chassis 3b, the split chassis 3b is divided into the front half of the chassis and the rear half of the chassis, the front half of the chassis is connected to the vehicle body 1 through the swing device 2, The rear half of the chassis is connected with the vehicle body 1 through a swing device 2 .
  • the chassis 3 includes front wheels 3b1, front axle 3b2, steering tie rod 3b3, front shock absorbing buffer device 3b4, chassis front frame 3b5-1, chassis rear frame 3b5-2, rear shock absorbing buffer device 3b6, rear axle 3b7 and rear wheel 3b8, the front wheel 3b1 is installed on both sides of the front axle 3b2, the steering tie rod 3b3 connects the steering knuckles of the two front wheels 3b1, and the front shock absorbing buffer device is installed between the front axle 3b2 and the chassis front frame 3b5-1 3b4, the rear shock absorbing buffer device 3b6 is installed between the chassis rear frame 3b5-2 and the rear axle 3b7, the rear wheels 3b8 are installed on both sides of the rear axle 3b7, the chassis front frame 3b5-1 is connected with the body 1 through the swing device 2, the chassis The rear frame 3b5-2 is connected to the vehicle body 1 through the swing device 2 .
  • the shock absorbing and buffering device is not necessary, and it may not be used in a dynamic balance car running at low speed; when the chassis of the vehicle is not equipped with a shock absorbing and buffering device, a certain shock absorbing and buffering structure can be installed on the body 1 , such as increasing the thickness and softness of the seat cushion.
  • chassis suspension system of automobile There is the chassis suspension system of automobile, and here just enumerates a kind of situation wherein to illustrate, and what emphasizes is that chassis 3 is two types of forms of one body and split, and other structural forms are no longer repeated.
  • the chassis 3 also includes a power device 309, which is an in-wheel motor system or a power+differential system.
  • the form of the power unit 309 can be various.
  • the power source is electric or internal combustion engine, and the arrangement of the power unit 309 can be front-drive or rear-drive.
  • the power transmission method includes hub motor or motor + differential; when an internal combustion engine is used as the power source, the power transmission method is internal combustion engine + differential.
  • hub motors it can be single drive, double drive, or four-wheel drive; for the way of using differential gear, it can be two-wheel drive or four-wheel drive.
  • the batteries or fuel tanks are usually arranged in the body 1, and when they are connected to the power source in the chassis 3, soft wires or flexible hoses can be used.
  • a kind of four-wheel dynamic balancing vehicle of this embodiment can adopt the electronic balance control system to make the vehicle body 1 be in a dynamic balance state on the vehicle chassis 3, for example, use the gyroscope electronic balance system in the prior art to assist the dynamic balance of the vehicle body 1 Alternatively, the dynamic balance of the vehicle body 1 is completely completed by the gyroscope electronic balance system.
  • the gyroscope electronic balance system has been widely used in the balance car. It can make the unicycle and two-wheeled vehicles (including the front and rear two-wheeled vehicles have been successfully applied) keep the body stable and upright in static and driving states.
  • the instrument electronic balance system is applied to the four-wheel dynamic balance vehicle to realize the dynamic balance control of the vehicle body 1. From this we can also see that the control principle of the gyroscope electronic balance system is different from that of human balance control.
  • the gyroscope electronic balance system can keep the car body upright when the car is stationary, while the human balance control needs the help of steering. Adjust for centrifugal force.
  • the difference between the four-wheel dynamic balancing vehicle using the electronic balance system and the existing one-wheel and two-wheel balancing vehicles is that the four-wheel dynamic balancing vehicle has higher speed and safety.
  • the brake system and other parts of the car that are not mentioned do not mean that a four-wheel dynamic balancing car of the present invention does not have these parts, but they are not the innovative content of the present invention.
  • the brake system can be borrowed from the current electric vehicle or motorcycle system. Since the brake transmission system is flexible, it will not affect the swing of the body relative to the chassis; similar other related components can also be easily achieved without affecting the body. With respect to the swing of the chassis, details will not be repeated here.
  • the compartment of the four-wheeled vehicle is closed to achieve the purpose of sheltering from wind and rain, sun protection from the cold, and protection of the passengers.
  • the compartment also can be a semi-enclosed type or an open top type etc.
  • a kind of four-wheel dynamic balancing car of this embodiment, its basic structure and working principle are the same as embodiment 1, the difference is:
  • the swing device 2 adopts a rolling swing device, which includes a swing upper component and a swing lower component, the swing upper component is connected with the vehicle body 1, the swing lower component is connected with the vehicle chassis 3, and the swing upper component rolls It is placed on the swing lower member, and there is an anti-slip structure or a tooth-shaped structure that engages with each other between the swing upper member and the swing lower member. swing left and right.
  • the swing axis of the vehicle body 1 relative to the vehicle chassis 3 is not fixed relative to the vehicle chassis 3 , and the swing axis moves parallel within a certain range with the swing of the vehicle body 1 .
  • the anti-slip structure or toothed structure between the swing upper member and the swing lower member can reduce or prevent lateral slippage during the swing process.
  • the swing upper member and the swing lower member of the rolling swing device are preferably soft-contact, one of the soft-contact is a flexible part, the other is a rigid part, or both of the soft-contact are flexible.
  • the flexible contact piece between the swing upper component and the swing lower component is made of deformable flexible material or an inflatable structure.
  • rubber products can be used for the contact piece, and the contact piece can be a solid structure, or a honeycomb structure or a hollow air-filled structure.
  • the soft contact design is adopted, and the contact surface is deformed under the action of the gravity of the vehicle body to form a surface contact, thereby increasing the stability of the vehicle body swing.
  • the above-mentioned swinging device 2 is a rolling cushion swinging device 2c, and its swinging upper part includes a cushion fixing part 2c1 and a cushion 2c2, and the cushion 2c2 is connected to the cushion 2c2.
  • the cushion fixing part 2c1 is connected, and the soft cushion fixing part 2c1 is connected with the lower end of the vehicle body 1; its swinging lower part includes a support member 2c3, and the support member 2c3 is connected with the chassis 3, and the cushion 2c2 is placed on the support member 2c3 and can It rolls left and right on the supporting member 2c3, thereby realizing the left and right swing of the vehicle body 1 relative to the chassis 3, and at the same time, the cushion 2c2 is deformed by force, making it contact with the supporting member 2c3, so that the vehicle body 1 Swing has better stability.
  • the above-mentioned anti-slip structure on the soft pad 2c2 and supporting member 2c3 is embodied as a pattern or a rough matte surface, the purpose of which is to generate greater friction to reduce or eliminate slippage between the contact surfaces during rolling.
  • a swing connection mechanism 2c4 for limiting the axial and lateral directions of the cushion 2c2 is also provided between the swing upper member and the swing lower member.
  • the swing connecting mechanism 2c4 includes an upper orifice plate 2c41, a lower orifice plate 2c42, a movable pin 2c43 and an axial fixing member 2c44, the upper orifice plate 2c41 is connected with the swing upper part or the vehicle body 1, the upper hole
  • the vertical direction of the plate 2c41 has a waist-shaped hole, and the centerline of the waist-shaped hole coincides with the centerline of the swing upper member
  • the lower hole plate 2c42 is connected with the swing lower member or the chassis 3, and the vertical direction of the lower hole plate 2c42 has a waist-shaped hole.
  • the function of the swing connecting mechanism 2c4 is: 1 Make the swing upper member and the swing lower member form a longitudinal (front and back direction) connection to realize the transmission of force in the longitudinal direction; 2 Make the swing upper member and the swing lower They are not tight, not fixed, but allow them to have a certain amount of displacement, so as to meet the deformation requirements of the soft contact and the displacement requirements during the swing process. shift.
  • a kind of four-wheel dynamic balancing car of this embodiment, its basic structure and working principle are the same as embodiment 1, the difference is:
  • the swing device 2 adopts a rolling swing device, which includes a swing upper component and a swing lower component, the swing upper component is connected with the vehicle body 1, the swing lower component is connected with the vehicle chassis 3, and the swing upper component rolls It is placed on the swing lower member, and there is an anti-slip structure or a tooth-shaped structure that engages with each other between the swing upper member and the swing lower member. swing left and right.
  • the swing axis of the vehicle body 1 relative to the vehicle chassis 3 is not fixed relative to the vehicle chassis 3 , and the swing axis moves parallel within a certain range with the swing of the vehicle body 1 .
  • the anti-slip structure or toothed structure between the swing upper member and the swing lower member can reduce or prevent lateral slippage during the swing process.
  • the aforementioned oscillating device 2 is a rolling toothed oscillating device 2d.
  • the roller fixing part 2d1 is fixedly connected with the vehicle body 1; the swing lower part includes a supporting part 2d4 and a limiting part 2d3, the supporting part 2d4 is connected with the chassis 3, and the limiting part 2d3 is installed on the chassis 3 or the supporting part 2d4 , the limit piece 2d3 is used to prevent the roller contact piece 2d2 from breaking away from the support piece 2d4, and there is an axial limit structure between the roller fixing piece 2d1 and the limit piece 2d3 or the support piece 2d4, which is used to transmit the longitudinal force of the car .
  • the roller contact part 2d2 is a wheel-shaped structure with a fixed shaft in the center.
  • the roller contact part 2d2 cannot rotate around the fixed shaft.
  • the roller contact part 2d2 rolls on the supporting part 2d4.
  • the fixed shaft of 2d2 is used to connect the roller fixing part 2d1 and transmit force.
  • the cross-sectional shape of the roller fixing part 2d1 is an inverted "U" shape, and the two arms connected to the fixed shaft of the roller contact part 2d2 extend downwards, sandwiching the supporting part 2d4 between the two arms, In this way, the cooperation of the roller fixing part 2d1 and the supporting part 2d4 can transmit the force in the front and rear direction of the vehicle.
  • the tooth-shaped meshing structure is preferably used between the roller contact part 2d2 and the supporting part 2d4.
  • the meshing is in one direction or in multiple directions, so as to prevent slippage during rolling and realize force transmission while rolling.
  • the swing upper member and the swing lower member can be in rigid contact or soft contact.
  • the roller contact 2d2 is designed as a flexible member.
  • the meshing structure cannot achieve strict and precise meshing, and most of the meshing teeth are not standard teeth; in the case of flexible contact, as long as it conforms to the staggered structure corresponding to the concave and convex, it is all possible, such as square teeth meshing with square teeth Holes, circular teeth meshing with circular pits, etc., they can prevent slipping and transmit force in the front, rear, left, and right directions.
  • a kind of four-wheel dynamic balance car of this embodiment, its basic structure and working principle are the same as embodiment 1 or embodiment 2 or embodiment 3, the difference is:
  • the swing device 4 in this embodiment is a rigid transmission swing steering device 4b, which includes a steering operation part and a steering execution part, and the steering operation part is installed On the vehicle body 1, the steering execution part is installed on the chassis 3, and is connected with the steering wheel on the chassis 3.
  • the steering operation part and the steering execution part are connected through a rigid transmission mechanism.
  • the rigid transmission mechanism includes a The linear output member 4b6 and the steering conversion mechanism for converting the steering operation of the steering operation part into the forward and backward movement of the linear output member 4b6, the linear trajectory z2 of the linear output member 4b6 and the swing axis z1 of the body 1 relative to the chassis 3 coincident or parallel.
  • the steering conversion mechanism to convert the steering action of the steering operation part into the linear motion of the linear output member 4b6, and use the linear motion of the linear output member 4b6 to drive the steering execution part to turn.
  • the swing axis z1 of the vehicle chassis 3 being coincident or parallel, it is only necessary to use a simple structure to realize the transmission connection between the linear output member 4b6 and the steering actuator to realize that the steering of the vehicle does not interfere with the swing of the vehicle body 1 .
  • the rigid transmission type swing steering device is adopted, the steering transmission is more direct, and the steering operation is flexible and accurate.
  • the linear output component 4b6 when the linear trajectory z2 of the linear output component 4b6 coincides with the swing axis z1 of the vehicle body 1 relative to the chassis 3, the linear output component 4b6 is in transmission connection with the steering actuator through the swing-off component 4b7, and the linear output component 4b6 It is connected with the escapement member 4b7 by a relatively rotatable shaft-hole matching structure, and an axial limit structure for realizing the axial transmission connection between the linear output member 4b6 and the escapement member 4b7 is provided at the shaft-hole engagement structure.
  • the linear output member 4b6 is a shaft structure
  • the escape member 4b7 is a hole structure
  • the shaft has an axial limit on both sides of the hole to form an axial connection and force transmission, and the linear motion can be from a straight line
  • the output member 4b6 passes to the rocker member 4b7, but does not transmit the rotation of the linear output member 4b6 about z2 to the rocker member 4b7.
  • the linear output member 4b6 swings around The axis z1 swings with r as the radius, and the linear output member 4b6 is connected to the steering actuator through the swing-off member 4b7.
  • the plane where the sliding track of the chute structure is perpendicular to the swing axis z1 and the chute structure is also provided with an axial limit structure for realizing the axial transmission connection of the linear output member 4b6 and the escapement member 4b7 .
  • the linear output member 4b6 swings around the swing axis z1 with a radius of r, and the linear output member 4b6 slides in the chute relative to the swing-off member 4b7, and does not drive the swing-off member 4b7 to swing.
  • the forward and backward linear movement of the linear output member 4b6 can drive the forward and backward movement of the swing-out member 4b7.
  • the chute on the escape member 4b7 is an arc-shaped waist hole
  • the radius of the center line of the arc-shaped waist hole is r
  • the position where the linear output member 4b6 cooperates with the chute can be designed as a rotary body, so that the linear output member 4b6 While sliding in the chute, it rotates (around z2). This sliding and rotation will not affect the swinging member 4b7.
  • the linear output member 4b6 can move linearly in the direction of the swing axis z1 through the chute. It is transmitted to the swing member 4b7 to realize the steering control of the vehicle.
  • the steering conversion mechanism has a rotation input shaft connected to the steering operation part and a linear motion output shaft connected to the linear output member 4b6, the output center line z3 of the linear motion output shaft coincides with the linear trajectory line z2 of the linear output member 4b6 Or in parallel, the steering action of the steering operation part can be converted into the linear motion of the linear output member 4b6, and then the steering execution part is controlled to perform steering.
  • the above-mentioned steering operation part includes a steering handle 4b1, the steering handle 4b1 is installed on the vehicle body 1 through the rotation of the shaft, and the shaft of the steering handle 4b1 is in transmission connection with the rotation input shaft of the steering conversion mechanism; when the steering handle 4b1 When there is an included angle between the axis of the rotating shaft and the axis of the rotation input shaft of the steering conversion mechanism, the rotation shaft of the steering handle 4b1 is connected with the rotation input shaft of the steering conversion mechanism through the universal joint 4b2 and the rotation shaft 4b3, so that the steering handle 4b1 can be arranged on the vehicle body 1 at the proper location.
  • the above-mentioned steering conversion mechanism is a device that converts the rotary motion of the steering operation part into linear motion.
  • the steering conversion mechanism in this embodiment uses gear teeth
  • the rack mechanism includes a gear 4b4 and a rack 4b5.
  • the wheel shaft of the gear 4b4 is a rotating input shaft connected to the steering operation part, and is connected to the rotating shaft of the steering handle 4b1.
  • the steering handle 4b1 drives the gear 4b4 to rotate, and the rack 4b5 is front and rear Slidingly installed on the bottom of the vehicle body 1, and meshed with the gear 4b4, as a linear motion output shaft connected to the linear output member 4c6, the angle between the rotation input shaft and the linear motion output shaft depends on the different engagement of the rack and pinion Tooth shape to adjust. Since the gear 4b4 does not rotate 360°, the gear 4b4 can be designed as a sector gear to ensure that there are teeth in the range of the steering angle of the steering handle 4b1 that mesh with the rack 4b5.
  • the steering execution part includes a swing member 4b7, a pull rod 4b8, a conversion mechanism 4b9 and a steering pull rod 4bA.
  • the swing member 4b7 is connected to the conversion mechanism 4b9 through the pull rod 4b8, and the steering pull rod 4bA connects the conversion mechanism 4b9 to the steering knuckle of the steering wheel.
  • its working process is: the steering of the steering handle 4b1 is transmitted to the rotating shaft 4b3 through the universal joint 4b2, and then the gear 4b4 is rotated, and the gear 4b4 drives the rack 4b5 to form the horizontal movement of the rack 4b5.
  • the swing-off component 4b7 will not rotate with the linear output component 4b6, but will only translate with it.
  • the translation of the swing-off component 4b7 will drive the pull rod 4b8 to move, and then the conversion mechanism 4b9 Rotate, and finally drive the steering rod 4bA to push and pull the steering knuckle of the wheel to realize steering; it can be seen from this that the swing motion of the vehicle body is only transmitted to the linear output member 4b6 to make it rotate, but this rotation is isolated by the swing member 4b7, so it does not It will continue to be transmitted backwards, so that the separation of body swing and steering is realized, so that they do not interfere with each other.
  • a four-wheel dynamic balancing vehicle of the present invention solves the contradictory problem between the speed and stability (easy to roll over) of a small four-wheeled vehicle with a non-integrated front wheel, and enables the small four-wheeled vehicle to be rolled over easily by simple and economical technical means.
  • the safety of small four-wheeled vehicles at high speeds is improved, and people can obtain a commuting tool that is safer, more reliable, more convenient and flexible, more economical and comfortable.
  • It makes the steering operation independent of the body swing that is, the steering operation of the car and the swing of the body relative to the chassis do not affect each other, and the body stands on the chassis in dynamic balance without any external force during driving.

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Abstract

一种四轮动平衡车，包括车身（1）、摆动装置（2）、车底盘（3）以及转摆装置（4），通过使其转向操作与车身摆动相独立，即车的转向操作与车身相对于车底盘的摆动互不影响，实现了前轮为非一体式转向四轮车的动态平衡，车身在行驶的过程中不借助任何外力动态平衡地立于车底盘之上，利用驾车人或电子平衡控制系统来感受并维持这种动态平衡状态，使动平衡车在行驶过程中所受的合力始终自动地通过摆动的轴线，解决了小型四轮车速度与稳定性的矛盾，以简单经济的技术手段使前轮为非一体式转向的小型四轮车具有更紧凑的尺寸、更高的行驶速度、更好的驾驶体验和更高的安全性能。

Description

一种四轮动平衡车 技术领域
本发明涉及车辆领域，更具体地说，涉及一种四轮动平衡车。
背景技术
目前的小型电动车或摩托车主要存在以下问题：①小型二轮车虽灵活紧凑，有很好的动平衡特性，但它做不到全封闭，不能根本解决风吹雨淋防寒问题；并且两轮系统，防滑(制动)特别是防侧滑(制动稳定性)能力差，安全系数低。②小型三轮或四轮车虽然可以采用全封闭车厢，增强了制动性能，但如果速度快了就容易侧翻，如果既要快又不能侧翻，则就需要增加车宽，又失去了其紧凑灵活的优势，所以现在常规的小型三轮或四轮车速度都不能太快，并且宽度方向尺寸大都在1米以上，这就使它的适用人群和场合受到了很大限制。
专利《一种人机联合平衡车》(专利号为201922148722.2)提出了一种结合二轮车与三轮/四轮各自优点的解决方案，即采用三轮或四轮的车底盘，但车身是可以在底盘上左右自由摆动的，车行驶时是依赖驾车人的平衡控制对车身进行平衡的，即用二轮车的驾车平衡原理来驾驶三轮或四轮车(本文称这种车为动平衡车)，这样就解决了传统小型三轮或四轮车在高速行驶时的稳定性，又获得了三轮或四轮车的制动稳定性以及封闭车厢对人的保护作用。然而，在该专利申请案中，提及了能够用于四轮结构的人机联合平衡车，车身上不设置车轮，车身通过前后两个摆动装置与车的前后两个车底盘连接，实质上类似于对二轮车框架进行了直接迁移，把前轮分为两轮、把后轮分为两轮，由于后轮不转向，因此后轮一分为二没有问题，但前轮需要转向，如果不改变转向方案，则两前轮将绕它们连线的中心转动，而不是两轮单独绕各自的转向节旋转，其结果是前两轮实质上是一个超宽的单轮，前部摆动中心仍在地面，相当于没有超出正三轮的范畴，因此该专利的四轮和倒三轮动平衡车属于前轮为一体式转向的四轮和倒三轮车，其实际应用场合受到了很大的限制。那么，对于更具有实用性的两前轮各自绕转向节转向(非一体式转向)的四轮车而言，在车的转向与摆动不相关的情况下，车身还能否实现动平衡，就成为四轮动平衡车的研究重点。
中国专利号ZL201480067213.4公开了一种“具有倾斜框架的车辆”，其倾斜框架2能相对于所述主架1倾斜，并且具有倾斜轴线35(此处沿用专利201480067213.4中的附图标记)，但它的横拉杆致动元件39能相对于所述倾斜框架2移动，以及通过所述倾斜框架2关于所述倾斜轴线35的倾斜和与其独立地通过所述转向轴线59的旋转被致动，使得所述至少一个能转向的接触元件3a通过所述至少一个横拉杆7经历转向运动，并且所述横拉杆致动元件39 能够通过所述倾斜框架的倾斜且与所述倾斜独立地通过所述转向管6的旋转而相对于所述主架1移动，以用于所述至少一个横拉杆7的致动。可以看出，该专利申请案公开的车辆，其车身框架的倾斜与车辆的转向是相关的，即横拉杆7的致动有两个因素：倾斜框架2的倾斜和通过轴线59的旋转；这样，车的倾斜会影响车的转向，反之，车的转向运动同时也会影响车身的倾斜。从二轮车的动平衡原理我们知道，车身的倾斜与转向是分离的，不相干的，否则车身不能实现动平衡。比如二轮车在高速经过弯道时，车身的倾斜角是很大的，但车的转向是很细微的；二轮车在低速度行驶时，细微的车身倾斜需要较大角度的转向来使车身重新回到平衡点，由此可以看出，车身倾斜与转向不能存在明显的相关性，否则难以真正意义上实现车辆的动平衡，也就是说，虽然该专利提出的这种车具有了可倾斜的框架，绕倾斜轴线倾斜，但它不能真正实现二轮车动平衡原理，它的平衡功能是有缺陷的。
中国专利申请号201610157690.0公开了“一种三轮以上摩托车用强制控制车架和车轮自动平衡机构”，其平衡机构把车分成前后两部分，前部分含前轮，后部含后轮，整个前部分通过“车架连接轴承组”与后部分连接，这样前部分可以相对后部分围绕轴承的轴线摆动，该专利申请案有两个特点：一是强制控制平衡侧倾；二是车身在倾斜或摆动过程中，作为转向轮的前轮跟随车身倾斜摆动，由于所有车轮是始终着地的，因此这种摆动的结果是车轮随着摆动倾斜。这两个特点都不能形成类似二轮车的动态平衡所需要的失稳式的摆动或倾斜，因此它也不能形成类似二轮车的动态平衡状态。
综上，对于四轮车来说，在四个车轮不随车身摆动的情况下，在两前轮为非一体式转向的情况下，如何使一个可以自由摆动而失稳的车身在一个可以转向且稳定的车底盘上，在不借助其它任何外力的情况下实现动平衡，成为四轮车实现动平衡的主要问题。
发明内容
1.发明要解决的技术问题
本发明的一个目的在于提供一种四轮动平衡车，旨在以简单经济的技术手段使前轮为非一体式转向的小型四轮车能够在更紧凑的尺寸下、在更高的速度下平稳行驶，使人们获得一种更安全可靠、更方便灵活、更经济舒适的通勤工具；
本发明的另一个目的在于解决如何在稳定的车底盘上实现车身的动态平衡问题，采用本发明的技术方案，使车的转向操作与车身相对于车底盘的摆动互不影响，车身在行驶的过程中不借助任何外力动态平衡地立于车底盘之上，利用驾车人或电子平衡控制系统来感受并维持动态平衡状态，使动平衡车在行驶过程中所受的合力始终自动的通过摆动的轴线，为驾车人提供了最佳的操控体验。
2.技术方案
为达到上述目的，本发明提供的技术方案为：
本发明的一种四轮动平衡车，包括车的不含车轮部分和车的含车轮部分，所述车的不含车轮部分能够相对于所述车的含车轮部分沿车行进的垂直方向摆动，并且这种摆动不会产生车轮相对于地面的摆动或倾斜；车的转向操作在车的不含车轮部分，车的转向运动能够传递到车的含车轮部分的转向轮上实现转向；其中：
所述车的转向操作与车的不含车轮部分相对于车的含车轮部分的摆动互不影响，所述车的不含车轮部分相对于车的含车轮部分的摆动是失稳式的摆动，用以实现车的不含车轮部分在车的含车轮部分上的动态平衡，且摆动轴线相对于车的含车轮部分是固定的或随摆动动作在一定范围内平行移动的；具体地，
所述车的不含车轮部分为车身，所述车的含车轮部分为车底盘，所述车身与车底盘之间的连接装置为摆动装置，实现车的转向操作的装置为转摆装置，所述车身通过摆动装置相对于车底盘在沿车行进的垂直方向摆动设置，所述车底盘具有两前轮和两后轮，且两前轮为转向轮，所述转摆装置是一种使车身的摆动与车的转向运动相互不影响的转向装置，车的转向操作由车身上发出，通过转摆装置从车身传递到车底盘的转向轮实现转向，在这个过程中车身的摆动不影响车的转向，车的转向操控也不影响车身的摆动；
所述车身在行驶的过程中不借助任何外力动态平衡地立于车底盘之上，感受所述动态平衡状态、然后调整并维持这种动态平衡状态的主体是驾车人或电子平衡控制系统，驾车人在驾车过程中利用人体自身的平衡感知和操控动作使车身在车底盘上处于动态平衡状态，或者使用电子平衡控制系统使车身在车底盘上处于动态平衡状态。
进一步地，所述摆动装置采用滚动式摆动装置，该滚动式摆动装置包括摆动上部构件和摆动下部构件，所述摆动上部构件与车身连接，所述摆动下部构件与车底盘连接，所述摆动上部构件滚动放置于摆动下部构件上，且摆动上部构件和摆动下部构件之间具有防滑结构或相互啮合的齿形结构，所述摆动上部构件能够在摆动下部构件上左右来回滚动，形成车身相对于车底盘的左右摆动。
更进一步地，所述滚动式摆动装置的摆动上部构件和摆动下部构件为软接触，所述摆动上部构件和摆动下部构件之间的接触件采用可形变的柔性材料制成或者制成可充气结构。
更进一步地，所述滚动式摆动装置的摆动上部构件包括软垫固定件和软垫，所述软垫与软垫固定件连接，所述软垫固定件与车身的下端连接；所述滚动式摆动装置的摆动下部构件包括承托构件，所述承托构件与车底盘连接，所述软垫放置在承托构件上并能够在承托构件上左右滚动；所述摆动上部构件与摆动下部构件之间还设有用于对软垫的轴向和侧向进行限位的摆动连接机构。
更进一步地，所述摆动连接机构包括上孔板、下孔板、活动销和轴向固定件，所述上孔板与摆动上部构件或车身连接，所述上孔板的垂直方向具有腰形孔，且该腰形孔中心线重合于摆动上部构件的中心线，所述下孔板与摆动下部构件或车底盘连接，所述下孔板的垂直方向具有腰形孔；当车身相对车底盘处于直立状态时，所述上孔板与下孔板的对应腰形孔的中心线重合，当车身相对车底盘摆动时，上孔板的腰形孔中心线和下孔板的腰形孔中心线形成不断变化的交点，所述活动销安装在此交点处，且活动销的位置随交点的变化而变化，所述轴向固定件用来实现活动销的轴向固定。
更进一步地，所述滚动式摆动装置的摆动上部构件包括滚轮固定件和滚轮接触件，所述滚轮接触件通过滚轮固定件与车身固定连接；所述滚动式摆动装置的摆动下部构件包括承托件和限位件，所述承托件与车底盘连接，所述限位件安装于车底盘或承托件上，限位件用于防止滚轮接触件脱离承托件，所述滚轮固定件与限位件或承托件之间具有轴向限位结构，用以传递车的纵向上的力。
进一步地，所述转摆装置为柔性传动式摆动转向装置，该柔性传动式摆动转向装置的一端安装于车身上，另一端安装于车底盘上，并与车底盘上的转向轮传动连接，所述柔性传动式摆动转向装置在车身与车底盘之间具有能够随车身摆动而自由弯曲的柔性传动机构。
更进一步地，所述柔性传动式摆动转向装置包括转向把手、钢丝线牵引装置、钢丝线、套管、始端套管固定装置、终端套管固定装置、被动牵引装置、转向转轴、转向力臂和转向拉杆，所述转向把手安装在车身上，所述钢丝线牵引装置固定在转向把手的轴上，所述钢丝线的始端固定在钢丝线牵引装置上，终端固定在被动牵引装置上，所述被动牵引装置固定在转向转轴上，所述转向转轴安装于车底盘上，所述套管套在钢丝线外侧，且套管的一端被所述始端套管固定装置固定在车身上，另一端被所述终端套管固定装置固定在车底盘上，所述转向力臂的内端固定在转向转轴上，所述转向拉杆与转向力臂的外端铰接；
当转向把手转向时，带动钢丝线牵引装置转动，进而对钢丝线产生牵引作用，带动被动牵引装置转动使得转向转轴转动，转向转轴通过转向力臂带动转向拉杆对转向轮产生推拉运动；所述钢丝线和套管成对且对称布置，当转向把手左转向时，带动一侧钢丝线被牵引同时另一侧钢丝线被释放，当转向把手右转向时，之前被牵引的一侧钢丝线被释放，之前被释放的一侧钢丝线被牵引。
进一步地，所述转摆装置为刚性传动式摆动转向装置，该刚性传动式摆动转向装置包括转向操作部分和转向执行部分，所述转向操作部分安装于车身上，所述转向执行部分安装于车底盘上，并与车底盘上的转向轮传动连接，所述转向操作部分与转向执行部分通过刚性传动机构传动连接，所述刚性传动机构包括安装于车身底部的直线输出构件和用于将转向操作 部分的转向操作转换为直线输出构件前后运动转向转换机构，所述直线输出构件的前后运动直线轨迹线与车身相对于车底盘的摆动轴线相重合或相平行。
更进一步地，所述直线输出构件的前后运动直线轨迹线与车身相对于车底盘的摆动轴线相重合，所述直线输出构件通过脱摆构件与转向执行部分传动连接，所述直线输出构件与脱摆构件之间采用能够相对旋转的轴孔配合结构连接，且在轴孔配合结构处还设有用于实现直线输出构件与脱摆构件轴向传动连接的轴向限位结构。
更进一步地，所述直线输出构件的前后运动直线轨迹线与车身相对于车底盘的摆动轴线相平行，所述直线输出构件通过脱摆构件与转向执行部分传动连接，所述直线输出构件与脱摆构件之间采用相对活动配合的滑槽结构连接，该滑槽结构的滑动轨迹线所在的面与摆动轴线相垂直，且在滑槽结构处还设有用于实现直线输出构件与脱摆构件轴向传动连接的轴向限位结构。
进一步地，所述车底盘为一体式结构，包括前轮、前桥、转向横拉杆、前减震缓冲装置、底盘架、后减震缓冲装置、后桥和后轮，所述前轮安装于前桥两侧，所述转向横拉杆连接两只前轮的转向节，所述前桥与底盘架之间安装了前减震缓冲装置，所述底盘架与后桥之间安装了后减震缓冲装置，所述后轮安装于后桥两侧，所述底盘架是连续的钢性整体结构，所述车身通过摆动装置安装在底盘架上。
进一步地，所述车底盘为分体式结构，分为底盘前半部分和底盘后半部分，所述底盘前半部分通过摆动装置与车身连接，所述底盘后半部分通过摆动装置与车身连接。
更进一步地，所述车底盘包括前轮、前桥、转向横拉杆、前减震缓冲装置、底盘前架、底盘后架、后减震缓冲装置、后桥和后轮，所述前轮安装于前桥两侧，所述转向横拉杆连接两只前轮的转向节，所述前桥与底盘前架之间安装了所述前减震缓冲装置，所述底盘后架与后桥之间安装了所述后减震缓冲装置，所述后轮安装于后桥两侧，所述底盘前架通过摆动装置与车身连接，所述底盘后架通过摆动装置与车身连接。
进一步地，所述摆动装置还包括阻尼机构，所述阻尼机构用来给摆动增加阻尼以增加动平衡操控的稳定性，且阻尼机构增加阻尼的程度以不失去车身动态平衡的操控为限。
进一步地，所述电子平衡控制系统是陀螺仪电子平衡控制系统。
3.有益效果
采用本发明提供的技术方案，与已有的公知技术相比，具有如下显著效果：
(1)本发明的一种四轮动平衡车，解决了前轮为非一体式转向的小型四轮车速度与稳定性(容易侧翻)的矛盾问题，以简单经济的技术手段使小型四轮车能够在更紧凑的尺寸下、在更高的速度下平稳行驶，提高了小型四轮车在高速行驶下的安全性，使人们获得一种更安 全可靠、更方便灵活、更经济舒适的通勤工具；
(2)本发明的一种四轮动平衡车，其通过使转向操作与车身摆动相独立，即车的转向操作与车身相对于车底盘的摆动互不影响，车身在行驶的过程中不借助任何外力动态平衡地立于车底盘之上，利用驾车人或电子平衡控制系统来感受并维持动态平衡状态，使动平衡车在行驶过程中所受的合力始终自动的通过摆动的轴线，提高了前轮为非一体式转向四轮车的行驶安全性和操作灵活性，为驾车人提供了最佳的操控体验，大大拓展了它的适用人群和场合；其车身宽度能够控制在0.7米以内，其速度在50km/h可以平稳通过半径20～25米的弯；
(3)本发明的一种四轮动平衡车，其提升了小型四轮车的驾驶体验，车身由驾车人进行动平衡控制，驾驶四轮车有类似骑二轮车的感觉，因此有了更好的驾车操控体验；
(4)本发明的一种四轮动平衡车，当它采用电子平衡控制系统实现动态平衡控制时，相对于目前的电子系统控制的平衡车，包括独轮车、两轮车而言，具有更高的行驶速度和安全性；当电子平衡控制系统与人的操作相互补充时，会使动平衡车的行驶稳定性和安全性有更进一步的提升；
(5)本发明的一种四轮动平衡车，相较于传统的四轮车，并没有使用复杂的、特殊的结构，也不需要应用特别的材料或是控制装置，而是一些常规机械结构的运用，增加的装置也很有限，因此这种改变并不会对其制作成本有太大影响，具有更好的经济性。
附图说明
图1为本发明的一种四轮动平衡车的侧立面示意图；
图2为本发明的一种四轮动平衡车中轴承式摆动装置的结构示意图；
图3为图2中A-A方向的剖视图；
图4为本发明的一种四轮动平衡车中铰链式摆动装置的结构示意图；
图5为图4中B-B方向的剖视图；
图6为本发明的一种四轮动平衡车中滚动式摆动装置的结构示意图；
图7为本发明的一种四轮动平衡车中滚动式摆动装置中的摆动连接机构的结构示意图；
图8为本发明的一种四轮动平衡车中滚动式摆动装置的直立状态示意图；
图9为本发明的一种四轮动平衡车中滚动式摆动装置向一侧摆动状态示意图；
图10为本发明的一种四轮动平衡车中另一种滚动式摆动装置的结构示意图；
图11为图10中的滚动式摆动装置的剖视结构示意图；
图12为图10中的滚动式摆动装置向一侧摆动状态示意图；
图13为本发明的一种四轮动平衡车中柔性传动式摆动转向装置的结构示意图；
图14为本发明的一种四轮动平衡车中刚性传动式摆动转向装置的结构示意图；
图15为本发明的一种四轮动平衡车中刚性传动式摆动转向装置的直行状态示意图；
图16为本发明的一种四轮动平衡车中刚性传动式摆动转向装置的转向状态示意图；
图17为本发明中刚性传动式摆动转向装置中直线输出构件与脱摆构件之间的一种滑槽连接结构示意图；
图18为本发明的一种四轮动平衡车中一体式车底盘的立面结构示意图；
图19为本发明的一种四轮动平衡车中一体式车底盘的立面俯视结构示意图；
图20为本发明的一种四轮动平衡车中分体式车底盘的立面结构示意图。
示意图中的标号说明：
1、车身；
2、摆动装置；2a、轴承式摆动装置；2a1、轴承；2a2、轴承座；2a3、转轴；2b、铰链式摆动装置；2b1、铰链上构件；2b2、铰链下构件；2b3、销；2b4、紧固件；2c、滚动式软垫摆动装置；2c1、软垫固定件、2c2、软垫；2c3、承托构件；2c4、摆动连接机构；2c41、上孔板；2c42、下孔板；2c43、活动销；2c44、轴向固定件；2d、滚动式齿形摆动装置；2d1、滚轮固定件；2d2、滚轮接触件；2d3、限位件；2d4、承托件；
3、车底盘；3a、一体式车底盘；3a1、前轮；3a2、前桥；3a3、转向横拉杆；3a4、前减震缓冲装置；3a5、底盘架；3a6、后减震缓冲装置；3a7、后桥；3a8、后轮；3b、分体式车底盘；3b1、前轮；3b2、前桥；3b3、转向横拉杆；3b4、前减震缓冲装置；3b5-1、底盘前架；3b5-2、底盘后架；3b6、后减震缓冲装置；3b7、后桥；3b8、后轮；309、动力装置；
4、转摆装置；4a、柔性传动式摆动转向装置；4a1、转向把手；4a2、钢丝线牵引装置；4a3、钢丝线；4a4、套管；4a5、始端套管固定装置；4a6、终端套管固定装置；4a7、被动牵引装置；4a8、转向转轴；4a9、转向力臂；4aA、转向拉杆；4b、刚性传动式摆动转向装置；4b1、转向把手；4b2、万向节；4b3、转轴；4b4、齿轮；4b5、齿条；4b6、直线输出构件；4b7、脱摆构件；4b8、拉杆；4b9、转换机构；4bA、转向拉杆。
具体实施方式
为进一步了解本发明的内容，结合附图对本发明作详细描述。
如图1所示，本发明的一种四轮动平衡车，包括车的不含车轮部分和车的含车轮部分，车的不含车轮部分能够相对于车的含车轮部分沿车行进的垂直方向摆动，即横向摆动，并且这种摆动不会产生车轮相对于地面的摆动或倾斜，即这种摆动不向车轮传递；车的转向操作在车的不含车轮部分，车的转向运动能够传递到车的含车轮部分的转向轮上实现转向；其中：
车的转向操作与车的不含车轮部分相对于车的含车轮部分的摆动互不影响，车的不含车轮部分相对于车的含车轮部分的摆动是失稳式的摆动，且摆动轴线相对于车的含车轮部分是 固定的或随摆动动作在一定范围内平行移动的，即在没有驾车人操控或其它平衡控制系统控制的情况下，车的不含车轮部分处于非边界的任一位置时，都是失稳的，都是要回到边界位置才可以获得稳定状态的，失稳式的摆动是建立车动平衡的必要条件。实现车的不含车轮部分的动态平衡是本发明的关键，即车的不含车轮部分在行驶的过程中不借助任何外力就可以平稳地、动平衡地立于车的含车轮部分之上，感受动态平衡的状态、然后调整并维持这种动态平衡状态的主体是驾车人或电子平衡控制系统；也正是有了这种动态平衡，才可能使整车处于最佳的安全行驶状态；车的转向操作在车的不含车轮部分，转向运动需要传递到车的含车轮部分的转向轮上实现转向，在这一过程中，车的转向操作不影响车的不含车轮部分相对于车的含车轮部分的摆动，反之，摆动不影响车的转向操作，转向与摆动不相互影响是前轮为非一体式转向的四轮动平衡车实现动态平衡的又一必要条件。
具体地，车的不含车轮部分为车身1，车的含车轮部分为车底盘3，车身1与车底盘3之间的连接装置为摆动装置2，实现车的转向操作的装置为转摆装置4，车身1通过摆动装置2相对于车底盘3在沿车行进的垂直方向摆动设置，车底盘3具有两前轮和两后轮，且两前轮为转向轮，整车四轮触地，转摆装置4是一种使车身1的摆动与车的转向运动相互不影响的转向装置，车的转向操作由车身1上发出，通过转摆装置4从车身1传递到车底盘3的转向轮实现转向，在这个过程中车身1的摆动不影响车的转向，车的转向操控也不影响车身1的摆动；车身1在行驶的过程中不借助任何外力动态平衡地立于车底盘3之上，感受动态平衡状态、然后调整并维持这种动态平衡状态的主体是驾车人或电子平衡控制系统，驾车人在驾车过程中利用人体自身的平衡感知和操控动作使车身1在车底盘3上处于动态平衡状态，或者使用电子平衡控制系统使车身1在车底盘3上处于动态平衡状态。这里，我们强调车的转向操作与车身的摆动两种运动不相互影响是一种最佳的状态，但不排除两者之间存在微小干扰并且这种微小干扰不影响动平衡实现的这种情况，当驾车人或电子平衡控制系统可以弥补这种微小干扰带来的影响，能使车平稳的在动态平衡的作用下安全行驶时，这种微小干扰就是可以接受的。
本发明解决的第一个核心问题是：一个可以自由摆动而失稳的车身1能否在一个可以转向的车底盘3上，在不借助其它任何外力的情况下，实现动平衡？本发明通过实践证明四轮车的动平衡是可以建立的，而操控体验上，四轮车的动平衡区别于二轮车；本发明认为正三轮与二轮车的动平衡操控最为接近，其次是倒三轮，最后是四轮车。
本发明解决的第二个核心问题是：为什么要在稳定的车底盘3上实现车身1动态平衡？或者为什么说“正是有了这种动态平衡，才可能使整车处于最佳的安全行驶状态”？目前的小型四轮车都在想办法防侧翻，以提高行驶安全性，一个公认的做法是在转弯时使车身向弯 内倾斜，但本发明认为这都没达到最佳效果，目前最佳的是二轮车，它在过弯时基本不存在侧翻(侧滑的可能性大)，因为它是动态平衡控制，包括早几年就有的利用陀螺仪控制的不会倒的二轮车，它在高速过弯和受到突然碰撞都能有很好的稳定性，也是因为有动态平衡控制；人在动态平衡控制状态下，是几乎完全潜意识的条件反射，这种是最准确最及时的控制，从开始过弯到整个过弯结束，车身倾斜角度、车速、转弯半径控制都能够达到最佳配合状态，并适时调控，而不在动态平衡下的过弯倾斜车身是一种显意识为主的支配行为，具有明显的滞后与不准确性，因此仍然存在隐患，也不会获得最佳的操控体验。所以在稳定的四轮车底盘上再实现动态平衡控制，意义重大。本发明的一种四轮动平衡车，区别于专利《一种人机联合平衡车》(专利号为201922148722.2)的是，通过使其转向操作与车身摆动相独立，即车的转向操作与车身1相对于车底盘3的摆动互不影响，真正实现了车身1相对于车底盘3的失稳式摆动，从而车身1在行驶的过程中可以不借助任何外力动态平衡地立于车底盘3之上，利用驾车人或电子平衡控制系统来感受动态平衡状态、然后调整并维持这种动态平衡状态；动平衡车在行驶过程中所受的合力始终自动的通过摆动的轴线，提高了四轮车的行驶安全性和操作灵活性，为驾车人提供了最佳的操控体验，从而使四轮动平衡车更具实用价值。
以上两个问题的提出和解决，是本发明在原理上、方法上的突破，是本发明的核心，也是本发明相对于现有车身可以倾斜、摆动的各种技术的根本区别所在。至于具体装置和结构则是为了实现动态平衡需要而采用的技术手段；并且，由此引发的具体结构都是简单易行的。
本发明的一种四轮动平衡车，车身1的摆动或倾斜不会向车底盘3上的车轮传递，即车身1的摆动或倾斜不会导致车轮相对于地面的摆动或倾斜，与中国专利申请号201610157690.0公开的《一种三轮以上摩托车用强制控制车架和车轮自动平衡机构》的专利申请案相比，本发明中的整个车底盘3都是不摆动的，车底盘3始终通过四个车轮稳定触地，四个车轮始终以正面与地面接触，不会因为大角度的倾斜改变轮胎与地面的接触面而减小了“抓地”能力，使整车获得更加稳定的行驶能力。
上述“失稳式的摆动”是指这种摆动的特征，不能说它不可以增加辅助装置，比如停车时，为了使车身1直立，可以在它直立时增加锁定结构；再如适当增加阻尼使摆动不至于过度灵活，增加操控稳定性等等。如果当阻尼增加到空车时车身可以停在非边界的任一位置，但载人时会失稳，这也属于上述“失稳式的摆动”的范畴。如果阻尼增加到驾车人不需要通过自己的平衡感觉去操控车，这就不属于失稳式的摆动；使“失稳式的摆动”得到动平衡的稳定控制，除了驾车人之外，我们还可以运用现有技术当中的陀螺仪系统来实现。所以，不能以增加了辅助装置来否认这种“失稳式的摆动”的特征，对它进行不合理限定；判定是否是“失稳式的摆动”的方法是：车身的平衡是否需要通过动平衡的控制来实现，即通过驾车 人用类似二轮车的平衡操控或其它平衡控制系统(如陀螺仪平衡控制系统)控制来实现，注意这里的“其它平衡控制系统”一定是可以实现动平衡控制的，而不是普通的辅助控制。
车身1摆动的方向是车行进的垂直方向，即横向，摆动的实质是绕某个轴线在某个角度范围内来回转动，但这个过程中，这个转动轴线并不一定是固定的，这与摆动装置的具体结构有关。转摆装置4是本发明中必须的关键部件，因为车是必须要能够转向的，如果采用现有的转向系统势必会造成转向与摆动的冲突，发现这个矛盾也是本发明的一个关键点，如果使用现有的转向系统，则尽管有摆动装置2，但车身1相对于车底盘3还是不能摆动的。本发明与中国专利号ZL201480067213.4公开的《具有倾斜框架的车辆》之间的本质区别也在于转摆装置4上，上述专利申请案的倾斜框架摆动会影响转向，车的转向势必也会影响倾斜框架的倾斜，从而使得倾斜框架无法实现真正的动态平衡；而在本发明中，车的转向操作不影响车身1相对于车底盘3的摆动，反之，车身1的摆动也不影响车的转向操作，转向与摆动不相互影响，使车身1在车底盘3上能够实现动态平衡，并且能够自由转向。
下面结合实施例对本发明作进一步的描述。
[实施例1]
结合图1所示，本实施例的一种四轮动平衡车，包括车身1和车底盘3，车身1能够相对于车底盘3沿车行进的垂直方向摆动，并且这种摆动不会产生车轮相对于地面的摆动或倾斜；车的转向操作在车身1上，车的转向运动能够传递到车底盘3的转向轮上实现转向。车的转向操作与车身1相对于车底盘3的摆动互不影响，车身1相对于车底盘3的摆动是失稳式的摆动，且摆动轴线相对于车底盘3是固定的或随摆动动作在一定范围内平行移动的；车身1与车底盘3之间的连接装置为摆动装置2，实现车的转向操作的装置为转摆装置4，车身1通过摆动装置2相对于车底盘3在沿车行进的垂直方向摆动设置，车底盘3具有两前轮和两后轮，且两前轮为转向轮，转摆装置4是一种使车身1的摆动与车的转向运动相互不影响的转向装置，车的转向操作由车身1上发出，通过转摆装置4从车身1传递到车底盘3的转向轮实现转向，在这个过程中车身1的摆动不影响车的转向，车的转向操控也不影响车身1的摆动；车身1在行驶的过程中不借助任何外力动态平衡地立于车底盘3之上，感受动态平衡状态、然后调整并维持这种动态平衡状态的主体是驾车人或电子平衡控制系统，驾车人在驾车过程中利用人体自身的平衡感知和操控动作使车身1在车底盘3上处于动态平衡状态，或者使用电子平衡控制系统使车身1在车底盘3上处于动态平衡状态。通过上述设计，车底盘3能够稳定支撑于地面，在行驶过程中，驾车人利用人体自身的平衡感知和操控动作或使用电子平衡控制系统，使车身1在车底盘3上处于动态平衡状态，同时转摆装置4能够自由控制车底盘3上的转向轮转向，在车辆过弯时，车身1能够自适应地向弯内侧自然倾斜摆动， 且摆动幅度能够随着转弯半径、车辆速度进行动态调整，提高了四轮车的操作灵活性和行驶安全性。
车身1相对于车底盘3的摆动通过摆动装置2实现，摆动装置2的具体结构形式有很多，只要能够使车身1相对于车底盘3在一定角度范围内自由转动倾斜即可。如图2和图3示出了一种轴承式摆动装置2a，该轴承式摆动装置2a包括轴承2a1、轴承座2a2和转轴2a3，车身1的底部与转轴2a3连接成一体，转轴2a3的两端安装轴承2a1，轴承2a1安装于轴承座2a2内，轴承座2a2固定在车底盘3上，车身1以转轴2a3为旋转中心摆动。此时，车身1相对于车底盘3的摆动轴线相对于车底盘3是固定的，即为转轴2a3的轴线。图4和图5示出了另一种摆动装置2，即铰链式摆动装置2b，该铰链式摆动装置2b包括铰链上构件2b1、铰链下构件2b2、销2b3和紧固件2b4，车身1的底部与铰链上构件2b1连接成一体，铰链下构件2b2固定在车底盘3上，销2b3穿过铰链上构件2b1和铰链下构件2b2，并由紧固件2b4进行轴向固定，使铰链上构件2b1能够相对于铰链下构件2b2绕销2b3的轴线转动，即车身1以销2b3为旋转中心摆动。此时，车身1相对于车底盘3的摆动轴线相对于车底盘3是固定的，即为销2b3的轴线。需要说明的是，实现车身1相对于车底盘3摆动的装置对于现有机械技术而言，方案非常多，其中较为简单常见的一个大类是使用转动副结构，这里仅列举了转动副中两种类型的摆动装置的具体结构，不论是轴承式摆动装置2a还是铰链式摆动装置2b，其结构本身没有什么特别，特别的是把它们应用到这里来实现车身1相对于车底盘3的自由摆动。此外，摆动装置2还可以包括阻尼机构，阻尼机构用来给摆动增加阻尼以增加动平衡操控的稳定性，且阻尼机构增加阻尼的程度以不失去车身动态平衡的操控为限。阻尼机构可采用阻尼弹簧、阻尼块等形式，其中图3中给出了一种阻尼块形式的阻尼机构，如图3所示，阻尼块2a4被上下抱箍抱在转轴2a3上，并由紧固件进行抱紧调节，抱箍固定在车底盘3上，从而使车身1的摆动获得一定阻尼。
上述转摆装置4是实现车身1的摆动与车的转向运动相互不影响的关键机构。如图13所示，本实施例中的转摆装置4为一种柔性传动式摆动转向装置4a，该柔性传动式摆动转向装置4a的一端安装于车身1上，另一端安装于车底盘3上，并与车底盘3上的转向轮传动连接，柔性传动式摆动转向装置4a在车身1与车底盘3之间具有能够随车身1摆动而自由弯曲的柔性传动机构。正是有了柔性传动机构，在车身1倾斜摆动时，不会导致转向轮转动，反之转向轮的转动动作也不会对车身1的动平衡状态造成干扰。具体在本实施例中，上述的柔性传动机构为一种钢丝套管线传动机构，即，该柔性传动式摆动转向装置4a包括转向把手4a1、钢丝线牵引装置4a2、钢丝线4a3、套管4a4、始端套管固定装置4a5、终端套管固定装置4a6、被动牵引装置4a7、转向转轴4a8、转向力臂4a9和转向拉杆4aA，转向把手4a1安装在车身 1上，能够在车身1上左右转动，钢丝线牵引装置4a2固定在转向把手4a1的轴上，钢丝线4a3的始端固定在钢丝线牵引装置4a2上，终端固定在被动牵引装置4a7上，被动牵引装置4a7固定在转向转轴4a8上，转向转轴4a8安装于车底盘3上，套管4a4套在钢丝线4a3外侧，且套管4a4的一端被始端套管固定装置4a5固定在车身1上，另一端被终端套管固定装置4a6固定在车底盘3上，转向力臂4a9的内端固定在转向转轴4a8上，转向拉杆4aA与转向力臂4a9的外端铰接。当转向把手4a1转向时，带动钢丝线牵引装置4a2转动，进而对钢丝线4a3产生牵引作用，钢丝线4a3带动被动牵引装置4a7转动使得转向转轴4a8转动，转向转轴4a8通过转向力臂4a9带动转向拉杆4aA对转向轮产生推拉运动，实现转向轮的方向控制；钢丝线4a3和套管4a4成对且对称布置，当转向把手4a1左转向时，带动一侧钢丝线4a3被牵引同时另一侧钢丝线4a3被释放，当转向把手4a1右转向时，之前被牵引的一侧钢丝线4a3被释放，之前被释放的一侧钢丝线4a3被牵引。因此转向把手4a1相对于车身1的转向运动转变成了钢丝线4a3相对于套管4a4的相对滑动，在钢丝线4a3的传递牵引下，被动牵引装置4a7转动使得转向转轴4a8转动，进而使得转向力臂4a9相地于车底盘3发生转动。由于套管4a4及其中的钢丝线4a3是柔性的，在车身1相对于车底盘3作摆动时，套管4a4及其中的钢丝线4a3随之作柔性的变动，但这种变动不会使钢丝线4a3和套管4a4伸长或缩短，不会引起钢丝线4a3相对于套管4a4作相对滑动，这就实现了摆动与转向的分离。需要说明的是，上述的钢丝套管线传动机构与自行车的刹车线或变速线是同一种传动结构，当自行车的龙头转动时，并不会对刹车或是变速带来影响，和这里的效果是一样的。借鉴了这种柔性结构，并将它应用到这里，具有创新价值，并且结构设计简单紧凑，转动控制准确灵活。
在本实施例中，图18和图19给出了一种一体式结构的车底盘结构，其是一个由各个零部件连接组成的连续的整体，它只需通过其四个车轮即可稳定的立在地面上，而不需要其它任何装置的辅助，即一体式车底盘3a。该一体式车底盘3a包括前轮3a1、前桥3a2、转向横拉杆3a3、前减震缓冲装置3a4、底盘架3a5、后减震缓冲装置3a6、后桥3a7和后轮3a8，前轮3a1安装于前桥3a2两侧，转向横拉杆3a3连接两只前轮3a1的转向节，前桥3a2与底盘架3a5之间安装了前减震缓冲装置3a4，底盘架3a5与后桥3a7之间安装了后减震缓冲装置3a6，后轮3a8安装于后桥3a7两侧，底盘架3a5是连续的钢性整体结构，车身1通过摆动装置2安装在底盘架3a5上。
图20给出了另一种分体式车底盘结构，即分体式车底盘3b，该分体式车底盘3b分为底盘前半部分和底盘后半部分，底盘前半部分通过摆动装置2与车身1连接，底盘后半部分通过摆动装置2与车身1连接。具体地，车底盘3包括前轮3b1、前桥3b2、转向横拉杆3b3、前减震缓冲装置3b4、底盘前架3b5-1、底盘后架3b5-2、后减震缓冲装置3b6、后桥3b7和 后轮3b8，前轮3b1安装于前桥3b2两侧，转向横拉杆3b3连接两只前轮3b1的转向节，前桥3b2与底盘前架3b5-1之间安装了前减震缓冲装置3b4，底盘后架3b5-2与后桥3b7之间安装了后减震缓冲装置3b6，后轮3b8安装于后桥3b7两侧，底盘前架3b5-1通过摆动装置2与车身1连接，底盘后架3b5-2通过摆动装置2与车身1连接。这里需要注意，减震缓冲装置并不是必须的，在低速行驶的动平衡车中就可以不采用；当车底盘不设置减震缓冲装置时，可以在车身1上设置一定的减震和缓冲结构，如增加座椅坐垫的厚度和柔软度等。
应当理解，车底盘3与车轮的连接有多种悬挂连接方式，前后桥的形式、转向拉杆的形式也可以是多种，相应地与减震缓冲装置的组合也有多种，这些都可以借鉴现有汽车的底盘悬挂系统，此处只是列举了其中的一种情况进行说明，着重说明的是车底盘3是一体的和分体的两类形式，其他结构形式不再赘述。
另外，车底盘3还包括动力装置309，动力装置309为轮毂电机系统或动力+差速器系统。动力装置309的形式可以是多种。动力源形式有电动或内燃机，动力装置309的布置方式可以前驱或后驱。当采用电动形式的动力源时，其动力传递的方式有轮毂电机或电机+差速器；当采用内燃机为动力源时，其动力传递方式为内燃机+差速器。对于使用轮毂电机的方式，可以是单驱、双驱、四驱；对使用差速器的方式，可以是两驱或四驱。对于电池或油箱，通常是设置在车身1中，它们连接到车底盘3中的动力源时，可以采用软线或柔性软管等。
本实施例的一种四轮动平衡车，可以采用电子平衡控制系统使车身1在车底盘3上处于动态平衡状态，例如使用现有技术中的陀螺仪电子平衡系统来辅助车身1的动态平衡或者完全由陀螺仪电子平衡系统来完成车身1的动态平衡。目前陀螺仪电子平衡系统已经普遍应用在平衡车上，它可以使独轮车、两轮车(包括前后两轮车都已成功应用)在静态和行驶状态都能保持车身的平稳直立，同样可以将陀螺仪电子平衡系统应用在本四轮动平衡车上来实现车身1的动平衡控制。由此我们也可以看出，陀螺仪电子平衡系统的控制原理与人的平衡操控不同，陀螺仪电子平衡系统可以使车在静止时仍可以使车身保持直立状态，而人的平衡操控需要借助转向以获得离心力来进行调整。使用电子平衡系统的四轮动平衡车与现有的独轮、两轮平衡车的区别在于：四轮动平衡车具有更高的速度和安全性。这是因为：①四轮动平衡车的重心高与车的占地面积比更小，四轮比两轮具有更强“抓地力”，这些都使得车具有更好的静态和动态安全性；②即使车身平衡遭到破坏，车也不会立即翻倒，它存在一个中间缓冲区，本文称这种缓冲区为容错区(四个车轮连线构成的矩形区域)，整车的合力因失衡而离开摆动轴线后需要首先经过这个容错区，只有合力越过容错区车才会发生倾倒；③如果将人的操控与电子平衡系统进行结合，不但可以使控制系统得到简化，提高整车的性价比，而且在电子平衡系统出现故障的情况下，可以迅速由人的操控接管，从而进一步提高了车的行驶稳 定性与安全性。
除了以上阐述之外，没有提到的刹车系统及车的其它部件，并不代表本发明一种四轮动平衡车没有这些部件，只是它们不是本发明的创新内容。刹车系统可以借用现在电动车或摩托车的系统，由于刹车的传递系统是柔性的，所以它不会影响车身相对于车底盘的摆动；类似的其它相关部件也都可以很容易做到不影响车身相对于车底盘的摆动，在此不一一赘述。
通常情况下，四轮车的车厢是封闭式的，以达到遮风挡雨、防晒御寒、保护乘驾人员的目的。当然车厢也可以是半封式或敞蓬式等。
[实施例2]
本实施例的一种四轮动平衡车，其基本结构和工作原理同实施例1，不同之处在于：
在本实施例中，摆动装置2采用滚动式摆动装置，该滚动式摆动装置包括摆动上部构件和摆动下部构件，摆动上部构件与车身1连接，摆动下部构件与车底盘3连接，摆动上部构件滚动放置于摆动下部构件上，且摆动上部构件和摆动下部构件之间具有防滑结构或相互啮合的齿形结构，摆动上部构件能够在摆动下部构件上左右来回滚动，形成车身1相对于车底盘3的左右摆动。此时，车身1相对于车底盘3的摆动轴线相对于车底盘3是不固定的，摆动轴线随着车身1的摆动在一定范围内平行移动。摆动上部构件和摆动下部构件之间的防滑结构或齿形结构能够减少或防止摆动过程中的侧向滑移。
进一步地，滚动式摆动装置的摆动上部构件和摆动下部构件优选为软接触，软接触的一方是柔性件、另一方是刚性件，或者软接触的两方都是柔性件。摆动上部构件和摆动下部构件之间的柔性接触件采用可形变的柔性材料制成或者制成可充气结构。如接触件可以采用橡胶制品，接触件可以为实心结构、也可以为蜂窝结构或空心充气结构等。采用软接触设计，在车身重力的作用下接触面发生形变，形成面接触，从而增加了车身摆动的稳定性。
如图6和图7所示，具体在本实施例中，上述的摆动装置2为滚动式软垫摆动装置2c，其摆动上部构件包括软垫固定件2c1和软垫2c2，软垫2c2与软垫固定件2c1连接，软垫固定件2c1与车身1的下端连接；其摆动下部构件包括承托构件2c3，承托构件2c3与车底盘3连接，软垫2c2放置在承托构件2c3上并能够在承托构件2c3上左右滚动，因而实现了车身1相对于车底盘3的左右摆动，同时软垫2c2受力变形，使其与承托构件2c3之间成面接触，从而使车身的这种摆动具有更好的稳定性。上述的防滑结构在软垫2c2和承托构件2c3上的具体表现为花纹或粗糙的毛面，目的是产生较大的摩擦力，以减小或消除滚动过程中接触面间的滑移。摆动上部构件与摆动下部构件之间还设有用于对软垫2c2的轴向和侧向进行限位的摆动连接机构2c4。如图7至图9所示，该摆动连接机构2c4包括上孔板2c41、下孔板2c42、活动销2c43和轴向固定件2c44，上孔板2c41与摆动上部构件或车身1连接，上孔板2c41的 垂直方向具有腰形孔，且该腰形孔中心线重合于摆动上部构件的中心线，下孔板2c42与摆动下部构件或车底盘3连接，下孔板2c42的垂直方向具有腰形孔；当车身1相对车底盘3处于直立状态时(如图8所示)，上孔板2c41与下孔板2c42的对应腰形孔的中心线重合，当车身1相对车底盘3摆动时(如图9所示)，上孔板2c41的腰形孔中心线和下孔板2c42的腰形孔中心线形成不断变化的交点，活动销2c43安装在此交点处，且活动销2c43的位置随交点的变化而变化，轴向固定件2c44用来实现活动销2c43的轴向固定。摆动连接机构2c4的作用是：①使摆动上部构件与摆动下部构件形成纵向(车的前后方向)连接，实现纵向上力的传递，②使摆动上部构件与摆动下部构件形成上下连接，但上下连接不是紧密的、不是固定死的，而是允许它们有一定位移量的，从而满足软接触的形变要求及摆动过程中的位移要求，③防止摆动上部构件相对于摆动下部构件在滚动时发生横向滑移。
[实施例3]
本实施例的一种四轮动平衡车，其基本结构和工作原理同实施例1，不同之处在于：
在本实施例中，摆动装置2采用滚动式摆动装置，该滚动式摆动装置包括摆动上部构件和摆动下部构件，摆动上部构件与车身1连接，摆动下部构件与车底盘3连接，摆动上部构件滚动放置于摆动下部构件上，且摆动上部构件和摆动下部构件之间具有防滑结构或相互啮合的齿形结构，摆动上部构件能够在摆动下部构件上左右来回滚动，形成车身1相对于车底盘3的左右摆动。此时，车身1相对于车底盘3的摆动轴线相对于车底盘3是不固定的，摆动轴线随着车身1的摆动在一定范围内平行移动。摆动上部构件和摆动下部构件之间的防滑结构或齿形结构能够减少或防止摆动过程中的侧向滑移。
如图10至图12所示，具体在本实施例中，上述的摆动装置2为滚动式齿形摆动装置2d，其摆动上部构件包括滚轮固定件2d1和滚轮接触件2d2，滚轮接触件2d2通过滚轮固定件2d1与车身1固定连接；其摆动下部构件包括承托件2d4和限位件2d3，承托件2d4与车底盘3连接，限位件2d3安装于车底盘3或承托件2d4上，限位件2d3用于防止滚轮接触件2d2脱离承托件2d4，滚轮固定件2d1与限位件2d3或承托件2d4之间具有轴向限位结构，用以传递车的纵向上的力。滚轮接触件2d2为轮形结构，中心有固定轴，滚轮接触件2d2不能绕固定轴转动，滚轮接触件2d2在承托件2d4上滚动，限位件2d3对滚动接触件限位，滚轮接触件2d2的固定轴用来连接滚轮固定件2d1并传递力。具体地，滚轮固定件2d1的截面形状为倒“U”形，其与滚轮接触件2d2的固定轴连接的两个支臂向下延伸，将承托件2d4夹于两个支臂之间，这样，利用滚轮固定件2d1与承托件2d4的配合能够传递车前后方向的作用力。滚轮接触件2d2与承托件2d4之间优选采用齿形啮合结构配合，啮合是一个方向或多个方向的，这样可以防止滚动过程中产生滑移，并可以在滚动的同时实现力的传递。在本实施例中， 摆动上部构件和摆动下部构件之间可以为刚性接触，也可以为软接触，优选将滚轮接触件2d2设计为柔性件，对于柔性接触而言，由于形变，上述的齿形啮合结构做不到严格的精确啮合，啮合的齿大多数情况也都不是标准齿；在柔性接触的情况下，只要是符合凹凸对应的交错结构，都是可以的，例如方形的齿啮合方形的坑，圆形的齿啮合圆形的坑等等，它们在前后左右方向都是可以止滑和进行力的传递的。
[实施例4]
本实施例的一种四轮动平衡车，其基本结构和工作原理同实施例1或实施例2或实施例3，不同之处在于：
如图14至图16所示，本实施例中的转摆装置4为一种刚性传动式摆动转向装置4b，该刚性传动式摆动转向装置4b包括转向操作部分和转向执行部分，转向操作部分安装于车身1上，转向执行部分安装于车底盘3上，并与车底盘3上的转向轮传动连接，转向操作部分与转向执行部分通过刚性传动机构传动连接，刚性传动机构包括安装于车身1底部的直线输出构件4b6和用于将转向操作部分的转向操作转换为直线输出构件4b6前后运动转向转换机构，直线输出构件4b6的前后运动直线轨迹线z2与车身1相对于车底盘3的摆动轴线z1相重合或相平行。利用转向转换机构将转向操作部分的转向动作转换为直线输出构件4b6的直线运动，利用直线输出构件4b6直线运动驱动转向执行部分进行转向，由于直线输出构件4b6的前后运动直线轨迹线z2与车身1相对于车底盘3的摆动轴线z1相重合或相平行，仅需使用简单的结构实现直线输出构件4b6与转向执行部分传动连接即可实现车的转向与车身1摆动不干扰。并且，采用刚性传动式摆动转向装置，转向传动更加直接，转向操作灵活准确。
具体地，当直线输出构件4b6的前后运动直线轨迹线z2与车身1相对于车底盘3的摆动轴线z1相重合，直线输出构件4b6通过脱摆构件4b7与转向执行部分传动连接，直线输出构件4b6与脱摆构件4b7之间采用能够相对旋转的轴孔配合结构连接，且在轴孔配合结构处还设有用于实现直线输出构件4b6与脱摆构件4b7轴向传动连接的轴向限位结构。例如，直线输出构件4b6上是轴结构时，脱摆构件4b7上则是孔结构，轴在孔的两侧有轴向限位，形成轴向的连接与力的传递，则直线运动可以从直线输出构件4b6递给脱摆构件4b7，但不会将直线输出构件4b6绕z2的转动传递给脱摆构件4b7。
当直线输出构件4b6的前后运动直线轨迹线z2与车身1相对于车底盘3的摆动轴线z1相平行，且直线轨迹线z2与摆动轴线z1之间的距离为r，则直线输出构件4b6绕摆动轴线z1以r为半径摆动，直线输出构件4b6通过脱摆构件4b7与转向执行部分传动连接，直线输出构件4b6与脱摆构件4b7之间采用相对活动配合的滑槽结构连接(如图17所示)，该滑槽结构的滑动轨迹线所在的面与摆动轴线z1相垂直，且在滑槽结构处还设有用于实现直线输出 构件4b6与脱摆构件4b7轴向传动连接的轴向限位结构。这样，在车身1摆动过程中，直线输出构件4b6绕摆动轴线z1以r为半径摆动，直线输出构件4b6相对于脱摆构件4b7在滑槽内滑动，不会带动脱摆构件4b7摆动，并在轴向限位结构作用下，直线输出构件4b6前后直线运动能够带动脱摆构件4b7前后运动。这里，脱摆构件4b7上的滑槽为一个弧形的腰孔，弧形腰孔中心线的半径为r，直线输出构件4b6与滑槽配合的位置可设计为回转体，这样直线输出构件4b6在滑槽内边滑动边自转(绕z2)，这种滑动与自转不会对脱摆构件4b7产生影响，另一方面，直线输出构件4b6又可以通过滑槽将摆动轴线z1方向上的直线移动传递给脱摆构件4b7，实现车辆的转向控制。
另外，转向转换机构具有与转向操作部分传动连接的转动输入轴和与直线输出构件4b6相连接的直线运动输出轴，直线运动输出轴的输出中线z3与直线输出构件4b6的直线轨迹线z2相重合或相平行，能够将转向操作部分的转向动作转换为直线输出构件4b6的直线运动，进而控制转向执行部分进行转向。
具体在本实施例中，上述的转向操作部分包括转向把手4b1，转向把手4b1通过轴转动安装于车身1上，转向把手4b1的轴与转向转换机构的转动输入轴传动连接；当转向把手4b1的转轴轴线与转向转换机构的转动输入轴的轴线有一夹角时，转向把手4b1的转轴通过万向节4b2和转轴4b3与转向转换机构的转动输入轴连接，这样即可将转向把手4b1设置在车身1的合适位置处。上述的转向转换机构是将转向操作部分的旋转运动转换为直线运动的装置，这种将旋转运动转换为直线运动的机构在现有技术中有很多，本实施例中的转向转换机构采用齿轮齿条机构，其包括齿轮4b4和齿条4b5，齿轮4b4的轮轴为与转向操作部分传动连接的转动输入轴，与转向把手4b1的转轴传动连接，由转向把手4b1带动齿轮4b4旋转，齿条4b5前后滑动地安装于车身1的底部，并与齿轮4b4相互啮合，作为与直线输出构件4c6相连接的直线运动输出轴，转动输入轴与直线运动输出轴之间的夹角通过齿轮齿条的不同啮合齿形来调整。由于齿轮4b4不会360°转动，因此可将齿轮4b4设计为扇形齿轮，保证转向把手4b1的转向角范围内均有齿形与齿条4b5啮合即可。转向执行部分包括脱摆构件4b7、拉杆4b8、转换机构4b9和转向拉杆4bA，脱摆构件4b7通过拉杆4b8与转换机构4b9连接，转向拉杆4bA将转换机构4b9与转向轮的转向节连接起来。如图15和图16所示，其工作过程是：转向把手4b1的转向通过万向节4b2传递给转轴4b3，进而使齿轮4b4转动，齿轮4b4带动齿条4b5，形成齿条4b5的水平移动，进而带动直线输出构件4b6和脱摆构件4b7水平移动，这样就完成了将转向把手4b1的角位移转变成脱摆构件4b7的平移，由于齿条4b5、直线输出构件4b6的轴线与摆动轴线z1重合或平行，因此车身1的摆动不会对齿条4b5、直线输出构件4b6的平移产生影响，只会使齿条4b5、直线输出构件4b6绕摆动轴线z1转动， 但由于脱摆构件4b7与直线输出构件4b6是铰接或图17所示的滑槽连接，脱摆构件4b7不会随直线输出构件4b6转动，只会随之平移，脱摆构件4b7的平移再带动拉杆4b8移动，进而使转换机构4b9转动，最终带动转向拉杆4bA推拉车轮的转向节实现转向；由此可以看出，车身的摆动运动只传递到直线输出构件4b6这里，使它转动，但这种转动被脱摆构件4b7隔离，不会继续向后传递，这样就实现了车身摆动与转向的分离，使它们互不干扰。
本发明的一种四轮动平衡车，解决了前轮为非一体式转向小型四轮车速度与稳定性(容易侧翻)的矛盾问题，以简单经济的技术手段使小型四轮车能够在更紧凑的尺寸下、在更高的速度下平稳行驶，提高了小型四轮车在高速行驶下的安全性，使人们获得一种更安全可靠、更方便灵活、更经济舒适的通勤工具。其通过使转向操作与车身摆动相独立，即车的转向操作与车身相对于车底盘的摆动互不影响，车身在行驶的过程中不借助任何外力动态平衡地立于车底盘之上，利用驾车人或电子平衡控制系统来感受并维持动态平衡状态，使动平衡车在行驶过程中所受的合力始终自动的通过摆动的轴线，提高了前轮为非一体式转向四轮车的行驶安全性和操作灵活性，为驾车人提供了最佳的操控体验，大大拓展了它的适用人群和场合。
需要说明的是，当元件被称为“固定于”另一个元件，它可以直接在另一个元件上或者也可以存在居中的元件。当一个元件被认为是“连接”另一个元件，它可以是直接连接到另一个元件或者可能同时存在居中元件。本文所使用的术语“垂直的”、“水平的”、“左”、“右”以及类似的表述只是为了说明的目的，并不表示是唯一的实施方式。
除非另有定义，本文所使用的所有的技术和科学术语与属于本发明的技术领域的技术人员通常理解的含义相同。本文中所使用的术语只是为了描述具体的实施方式的目的，不是旨在于限制本发明。
以上示意性地对本发明及其实施方式进行了描述，该描述没有限制性，附图中所示的也只是本发明的实施方式之一，实际的结构并不局限于此。所以，如果本领域的普通技术人员受其启示，在不脱离本发明创造宗旨的情况下，不经创造性地设计出与该技术方案相似的结构方式及实施例，均应属于本发明的保护范围。

Claims (16)

  1. 一种四轮动平衡车，包括车的不含车轮部分和车的含车轮部分，所述车的不含车轮部分能够相对于所述车的含车轮部分沿车行进的垂直方向摆动，并且这种摆动不会产生车轮相对于地面的摆动或倾斜；车的转向操作在车的不含车轮部分，车的转向运动能够传递到车的含车轮部分的转向轮上实现转向；其特征在于：
    所述车的转向操作与车的不含车轮部分相对于车的含车轮部分的摆动互不影响，所述车的不含车轮部分相对于车的含车轮部分的摆动是失稳式的摆动，用以实现车的不含车轮部分在车的含车轮部分上的动态平衡，且摆动轴线相对于车的含车轮部分是固定的或随摆动动作在一定范围内平行移动的；具体地，
    所述车的不含车轮部分为车身(1)，所述车的含车轮部分为车底盘(3)，所述车身(1)与车底盘(3)之间的连接装置为摆动装置(2)，实现车的转向操作的装置为转摆装置(4)，所述车身(1)通过摆动装置(2)相对于车底盘(3)在沿车行进的垂直方向摆动设置，所述车底盘(3)具有两前轮和两后轮，且两前轮为转向轮，所述转摆装置(4)是一种使车身(1)的摆动与车的转向运动相互不影响的转向装置，车的转向操作由车身(1)上发出，通过转摆装置(4)从车身(1)传递到车底盘(3)的转向轮实现转向，在这个过程中车身(1)的摆动不影响车的转向，车的转向操控也不影响车身(1)的摆动；
    所述车身(1)在行驶的过程中不借助任何外力动态平衡地立于车底盘(3)之上，感受所述动态平衡状态、然后调整并维持这种动态平衡状态的主体是驾车人或电子平衡控制系统，驾车人在驾车过程中利用人体自身的平衡感知和操控动作使车身(1)在车底盘(3)上处于动态平衡状态，或者使用电子平衡控制系统使车身(1)在车底盘(3)上处于动态平衡状态。
  2. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述摆动装置(2)采用滚动式摆动装置，该滚动式摆动装置包括摆动上部构件和摆动下部构件，所述摆动上部构件与车身(1)连接，所述摆动下部构件与车底盘(3)连接，所述摆动上部构件滚动放置于摆动下部构件上，且摆动上部构件和摆动下部构件之间具有防滑结构或相互啮合的齿形结构，所述摆动上部构件能够在摆动下部构件上左右来回滚动，形成车身(1)相对于车底盘(3)的左右摆动。
  3. 根据权利要求2所述的一种四轮动平衡车，其特征在于：所述滚动式摆动装置的摆动上部构件和摆动下部构件为软接触，所述摆动上部构件和摆动下部构件之间的接触件采用可形变的柔性材料制成或者制成可充气结构。
  4. 根据权利要求3所述的一种四轮动平衡车，其特征在于：所述滚动式摆动装置的摆动上部构件包括软垫固定件(2c1)和软垫(2c2)，所述软垫(2c2)与软垫固定件(2c1)连接，所述软垫固定件(2c1)与车身(1)的下端连接；所述滚动式摆动装置的摆动下部构件包括 承托构件(2c3)，所述承托构件(2c3)与车底盘(3)连接，所述软垫(2c2)放置在承托构件(2c3)上并能够在承托构件(2c3)上左右滚动；所述摆动上部构件与摆动下部构件之间还设有用于对软垫(2c2)的轴向和侧向进行限位的摆动连接机构(2c4)。
  5. 根据权利要求4所述的一种四轮动平衡车，其特征在于：所述摆动连接机构(2c4)包括上孔板(2c41)、下孔板(2c42)、活动销(2c43)和轴向固定件(2c44)，所述上孔板(2c41)与摆动上部构件或车身(1)连接，所述上孔板(2c41)的垂直方向具有腰形孔，且该腰形孔中心线重合于摆动上部构件的中心线，所述下孔板(2c42)与摆动下部构件或车底盘(3)连接，所述下孔板(2c42)的垂直方向具有腰形孔；当车身(1)相对车底盘(3)处于直立状态时，所述上孔板(2c41)与下孔板(2c42)的对应腰形孔的中心线重合，当车身(1)相对车底盘(3)摆动时，上孔板(2c41)的腰形孔中心线和下孔板(2c42)的腰形孔中心线形成不断变化的交点，所述活动销(2c43)安装在此交点处，且活动销(2c43)的位置随交点的变化而变化，所述轴向固定件(2c44)用来实现活动销(2c43)的轴向固定。
  6. 根据权利要求2或3所述的一种四轮动平衡车，其特征在于：所述滚动式摆动装置的摆动上部构件包括滚轮固定件(2d1)和滚轮接触件(2d2)，所述滚轮接触件(2d2)通过滚轮固定件(2d1)与车身(1)固定连接；所述滚动式摆动装置的摆动下部构件包括承托件(2d4)和限位件(2d3)，所述承托件(2d4)与车底盘(3)连接，所述限位件(2d3)安装于车底盘(3)或承托件(2d4)上，限位件(2d3)用于防止滚轮接触件(2d2)脱离承托件(2d4)，所述滚轮固定件(2d1)与限位件(2d3)或承托件(2d4)之间具有轴向限位结构，用以传递车的纵向上的力。
  7. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述转摆装置(4)为柔性传动式摆动转向装置，该柔性传动式摆动转向装置的一端安装于车身(1)上，另一端安装于车底盘(3)上，并与车底盘(3)上的转向轮传动连接，所述柔性传动式摆动转向装置在车身(1)与车底盘(3)之间具有能够随车身(1)摆动而自由弯曲的柔性传动机构。
  8. 根据权利要求7所述的一种四轮动平衡车，其特征在于：所述柔性传动式摆动转向装置包括转向把手(4a1)、钢丝线牵引装置(4a2)、钢丝线(4a3)、套管(4a4)、始端套管固定装置(4a5)、终端套管固定装置(4a6)、被动牵引装置(4a7)、转向转轴(4a8)、转向力臂(4a9)和转向拉杆(4aA)，所述转向把手(4a1)安装在车身(1)上，所述钢丝线牵引装置(4a2)固定在转向把手(4a1)的轴上，所述钢丝线(4a3)的始端固定在钢丝线牵引装置(4a2)上，终端固定在被动牵引装置(4a7)上，所述被动牵引装置(4a7)固定在转向转轴(4a8)上，所述转向转轴(4a8)安装于车底盘(3)上，所述套管(4a4)套在钢丝线(4a3)外侧，且套管(4a4)的一端被所述始端套管固定装置(4a5)固定在车身(1)上，另一端被 所述终端套管固定装置(4a6)固定在车底盘(3)上，所述转向力臂(4a9)的内端固定在转向转轴(4a8)上，所述转向拉杆(4aA)与转向力臂(4a9)的外端铰接；
    当转向把手(4a1)转向时，带动钢丝线牵引装置(4a2)转动，进而对钢丝线(4a3)产生牵引作用，带动被动牵引装置(4a7)转动使得转向转轴(4a8)转动，转向转轴(4a8)通过转向力臂(4a9)带动转向拉杆(4aA)对转向轮产生推拉运动；所述钢丝线(4a3)和套管(4a4)成对且对称布置，当转向把手(4a1)左转向时，带动一侧钢丝线(4a3)被牵引同时另一侧钢丝线(4a3)被释放，当转向把手(4a1)右转向时，之前被牵引的一侧钢丝线(4a3)被释放，之前被释放的一侧钢丝线(4a3)被牵引。
  9. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述转摆装置(4)为刚性传动式摆动转向装置，该刚性传动式摆动转向装置包括转向操作部分和转向执行部分，所述转向操作部分安装于车身(1)上，所述转向执行部分安装于车底盘(3)上，并与车底盘(3)上的转向轮传动连接，所述转向操作部分与转向执行部分通过刚性传动机构传动连接，所述刚性传动机构包括安装于车身(1)底部的直线输出构件(4b6)和用于将转向操作部分的转向操作转换为直线输出构件(4b6)前后运动转向转换机构，所述直线输出构件(4b6)的前后运动直线轨迹线(z2)与车身(1)相对于车底盘(3)的摆动轴线(z1)相重合或相平行。
  10. 根据权利要求9所述的一种四轮动平衡车，其特征在于：所述直线输出构件(4b6)的前后运动直线轨迹线(z2)与车身(1)相对于车底盘(3)的摆动轴线(z1)相重合，所述直线输出构件(4b6)通过脱摆构件(4b7)与转向执行部分传动连接，所述直线输出构件(4b6)与脱摆构件(4b7)之间采用能够相对旋转的轴孔配合结构连接，且在轴孔配合结构处还设有用于实现直线输出构件(4b6)与脱摆构件(4b7)轴向传动连接的轴向限位结构。
  11. 根据权利要求9所述的一种四轮动平衡车，其特征在于：所述直线输出构件(4b6)的前后运动直线轨迹线(z2)与车身(1)相对于车底盘(3)的摆动轴线(z1)相平行，所述直线输出构件(4b6)通过脱摆构件(4b7)与转向执行部分传动连接，所述直线输出构件(4b6)与脱摆构件(4b7)之间采用相对活动配合的滑槽结构连接，该滑槽结构的滑动轨迹线所在的面与摆动轴线(z1)相垂直，且在滑槽结构处还设有用于实现直线输出构件(4b6)与脱摆构件(4b7)轴向传动连接的轴向限位结构。
  12. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述车底盘(3)为一体式结构，包括前轮(3a1)、前桥(3a2)、转向横拉杆(3a3)、前减震缓冲装置(3a4)、底盘架(3a5)、后减震缓冲装置(3a6)、后桥(3a7)和后轮(3a8)，所述前轮(3a1)安装于前桥(3a2)两侧，所述转向横拉杆(3a3)连接两只前轮(3a1)的转向节，所述前桥(3a2)与底盘架(3a5)之间安装了前减震缓冲装置(3a4)，所述底盘架(3a5)与后桥(3a7)之间安 装了后减震缓冲装置(3a6)，所述后轮(3a8)安装于后桥(3a7)两侧，所述底盘架(3a5)是连续的钢性整体结构，所述车身(1)通过摆动装置(2)安装在底盘架(3a5)上。
  13. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述车底盘(3)为分体式结构，分为底盘前半部分和底盘后半部分，所述底盘前半部分通过摆动装置(2)与车身(1)连接，所述底盘后半部分通过摆动装置(2)与车身(1)连接。
  14. 根据权利要求13所述的一种四轮动平衡车，其特征在于：所述车底盘(3)包括前轮(3b1)、前桥(3b2)、转向横拉杆(3b3)、前减震缓冲装置(3b4)、底盘前架(3b5-1)、底盘后架(3b5-2)、后减震缓冲装置(3b6)、后桥(3b7)和后轮(3b8)，所述前轮(3b1)安装于前桥(3b2)两侧，所述转向横拉杆(3b3)连接两只前轮(3b1)的转向节，所述前桥(3b2)与底盘前架(3b5-1)之间安装了所述前减震缓冲装置(3b4)，所述底盘后架(3b5-2)与后桥(3b7)之间安装了所述后减震缓冲装置(3b6)，所述后轮(3b8)安装于后桥(3b7)两侧，所述底盘前架(3b5-1)通过摆动装置(2)与车身(1)连接，所述底盘后架(3b5-2)通过摆动装置(2)与车身(1)连接。
  15. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述摆动装置(2)还包括阻尼机构，所述阻尼机构用来给摆动增加阻尼以增加动平衡操控的稳定性，且阻尼机构增加阻尼的程度以不失去车身动态平衡的操控为限。
  16. 根据权利要求1所述的一种四轮动平衡车，其特征在于：所述电子平衡控制系统是陀螺仪电子平衡控制系统。
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