CN116118865A - Mixed steering chassis system device of all-terrain vehicle - Google Patents

Abstract

The invention relates to the technical field of transportation equipment, in particular to a hybrid steering chassis system device for an all-terrain vehicle; The spline is connected with the suspension subsystem to realize the power transmission of one side of the wheel. The Ackerman steering subsystem is connected with the suspension subsystem through the ball joint to realize the different required turning angles of the left and right wheels. The control subsystem controls the differential steering subsystem , Ackermann steering subsystem and suspension subsystem, with the yaw angle of the vehicle as the control target, this system effectively improves the handling stability and ride comfort of the vehicle at high speed, and also has zero-radius steering, high load, The utility model has the characteristics of strong off-road, easy control, reliable performance and low cost, and solves the problems of large turning radius and poor vehicle passability of the existing all-terrain vehicle steering system.

Description

A hybrid steering chassis system device for an all-terrain vehicle

technical field

The invention relates to the technical field of transportation equipment, in particular to an all-terrain vehicle hybrid steering chassis system device.

Background technique

The all-terrain vehicle is simple and practical, and has good off-road performance. The vehicle is a non-road vehicle, which can be adapted to driving on various complex road surfaces, and can be used for personnel mobility, equipment and material transportation in special geographical conditions such as mountains, jungles, beaches, deserts and snowy fields.

In the current design of all-terrain vehicles, most vehicles adopt the Ackerman steering system, which is similar to that of ordinary passenger vehicles. The turning radius of the vehicle is relatively large, and the trafficability of the vehicle is poor. With the rapid growth of the all-terrain vehicle industry, customers have put forward higher requirements for indicators such as vehicle off-road performance, carrying capacity and handling stability, and existing technical solutions have been unable to meet customer needs.

Contents of the invention

The object of the present invention is to provide a hybrid steering chassis system device for an all-terrain vehicle, aiming at solving the problems of large turning radius and poor vehicle passability of the existing all-terrain vehicle steering system.

To achieve the above object, the present invention provides a hybrid steering chassis system device for an all-terrain vehicle, including a differential steering subsystem, an Ackerman steering subsystem, a suspension subsystem and a control subsystem, the differential steering subsystem connected to the suspension subsystem and located on one side of the suspension subsystem, the Ackermann steering subsystem connected to the suspension subsystem and located on both sides of the suspension subsystem, the The control subsystem is respectively connected with the differential steering subsystem, the Ackerman steering subsystem and the suspension subsystem.

Wherein, the suspension subsystem includes a front suspension double wishbone module and a rear suspension double wishbone module.

Wherein, the Ackerman steering subsystem includes a one-axis Ackerman steering module and a two-axis Ackerman steering module, the one-axis Ackerman steering module is connected to the front suspension double wishbone module, and the The two-axis Ackermann steering module is connected with the rear suspension double wishbone module.

Wherein, the differential steering subsystem includes a left wheel transmission module and a right wheel transmission module, the left wheel transmission module is connected to the front suspension double wishbone module, and the right wheel transmission module is arranged on One side of the left wheel drive module.

Wherein, the control subsystem is connected to the differential steering subsystem, the Ackerman steering subsystem and the suspension subsystem through a CAN bus.

In the hybrid steering chassis system device of an all-terrain vehicle of the present invention, the differential steering subsystem is connected to the suspension subsystem through a spline to realize power transmission of one side of the wheel, and the Ackermann steering subsystem passes through The ball joint is connected with the suspension subsystem to realize different required rotation angles of the left and right wheels, and the control subsystem controls the differential steering subsystem, the Ackermann steering subsystem and the suspension subsystem to The yaw angle of the vehicle is the control target. This system effectively improves the handling stability and smoothness of the vehicle at high speed. It also has the characteristics of zero-radius steering, high load, strong off-road, easy control, reliable performance and low cost. The invention solves the problems that the steering system of the existing all-terrain vehicle has a relatively large turning radius and poor vehicle passability.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only These are some embodiments of the present invention. Those skilled in the art can also obtain other drawings based on these drawings without creative work.

Fig. 1 is a schematic structural view of a hybrid steering chassis system device for an all-terrain vehicle provided by the present invention.

Figure 2 is a schematic diagram of the suspension subsystem structure.

Figure 3 is a schematic diagram of the structure of the Ackermann steering subsystem.

Figure 4 is a schematic diagram of the structure of the differential steering subsystem.

Fig. 5 is a connection schematic diagram of a hybrid steering chassis system device of an all-terrain vehicle provided by the present invention.

Figure 6 is an assembly structure diagram of the suspension subsystem and the transmission system.

Figure 7 is an assembly structure diagram of the suspension subsystem and the Ackermann steering subsystem.

In the figure: 1-differential steering subsystem, 2-Ackerman steering subsystem, 3-suspension subsystem, 4-control subsystem, 5-front suspension double-wishbone module, 6-rear suspension double-wishbone Arm module, 7-one-axis Ackermann steering module, 8-two-axis Ackermann steering module, 9-left wheel transmission module, 10-right wheel transmission module.

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numerals designate the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention.

Please refer to Fig. 1 to Fig. 7, the present invention provides a hybrid steering chassis system device for an all-terrain vehicle, including a differential steering subsystem 1, an Ackermann steering subsystem 2, a suspension subsystem 3 and a control subsystem 4, the The differential steering subsystem 1 is connected to the suspension subsystem 3 and is located at one side of the suspension subsystem 3, and the Ackermann steering subsystem 2 is connected to the suspension subsystem 3 and is located at On both sides of the suspension subsystem 3 , the control subsystem 4 is respectively connected to the differential steering subsystem 1 , the Ackerman steering subsystem 2 and the suspension subsystem 3 .

In this embodiment, the differential steering subsystem 1 is connected to the suspension subsystem 3 through a spline to realize the power transmission of one side wheel, and the Ackermann steering subsystem 2 is connected to the suspension subsystem 3 through a ball joint. The suspension subsystem 3 is connected to realize different required rotation angles of the left and right wheels, and the control subsystem 4 controls the differential steering subsystem 1, the Ackerman steering subsystem 2 and the suspension subsystem 3, so as to The yaw angle of the vehicle is the control target. This system effectively improves the handling stability and smoothness of the vehicle at high speed. It also has the characteristics of zero-radius steering, high load, strong off-road, easy control, reliable performance and low cost. The invention solves the problems that the steering system of the existing all-terrain vehicle has a relatively large turning radius and poor vehicle passability.

Further, the suspension subsystem 3 includes a front suspension double wishbone module 5 and a rear suspension double wishbone module 6 .

In this embodiment, the front suspension double-wishbone module 5 is identical to the rear suspension double-wishbone module 6, the suspension subsystem 3 has a simple structure and low manufacturing cost, and is connected to the vehicle body through a bolt connection It is convenient for mass production as shown in Figure 2.

Further, the Ackerman steering subsystem 2 includes a one-axis Ackerman steering module 7 and a two-axis Ackerman steering module 8, the one-axis Ackerman steering module 7 is connected to the front suspension double wishbone The module 5 is connected, and the two-axis Ackermann steering module 8 is connected with the rear suspension double wishbone module 6 .

In this embodiment, the one-axis Ackermann steering module 7 is not mechanically connected to the two-axis Ackerman steering module 8, and information exchange is performed through the bus, which can realize different wheel angles, has high load capacity, and is easy to control The steering gear adopts a rack and pinion steering gear, which has a simple structure, low manufacturing cost, and is convenient for mass production, as shown in Figure 3.

Further, the differential steering subsystem 1 includes a left wheel transmission module 9 and a right wheel transmission module 10, the left wheel transmission module 9 is connected to the front suspension double wishbone module 5, and the right The side wheel transmission module 10 is arranged on one side of the left wheel transmission module 9 .

In this embodiment, there is no mechanical connection between the left wheel transmission module 9 and the right wheel transmission module 10, the differential speed function of the left and right wheels can be realized, and the zero-radius steering of the chassis can also be realized, with a simple structure , reliable performance and convenient mass production, as shown in Figure 4.

Further, the control subsystem 4 is connected to the differential steering subsystem 1 , the Ackerman steering subsystem 2 and the suspension subsystem 3 through a CAN bus.

In this embodiment, the control subsystem 4 takes the yaw angle of the whole vehicle as the control target, and controls the steering of the whole vehicle. The control method is simple, the performance is reliable, and it is convenient for mass production, as shown in FIG. 5 .

The present invention is a hybrid steering chassis system device for an all-terrain vehicle. The control subsystem 4 independently controls the differential steering subsystem 1, and then controls the wheel speed difference between the two sides of the wheels. When the left wheel transmission module 9 and the When the output rotational speeds of the right wheel transmission module 10 are equal in magnitude and opposite in direction, zero-radius steering can be realized; the control subsystem 4 controls the outputs of the left wheel transmission module 9 and the right wheel transmission module 10, When the speed of the left wheel is greater than the speed of the right wheel, the whole vehicle turns right, and when the speed of the left wheel is lower than the speed of the right wheel, the whole vehicle turns left.

When the control subsystem 4 independently controls the Ackerman steering subsystem 2, the steering command is sent to the Ackerman steering subsystem 2 through the bus to control the action stroke and direction of the rack and pinion steering gear, to realize The left and right steering function of the whole vehicle.

The control theory is as follows:

The control subsystem 4 is responsible for: receiving requests for vehicle speed and steering curvature, the left and right motor speeds reported by the differential steering subsystem, and the Ackerman steering system reporting the current one-axis Ackerman steering module 7 and the steering angle of the two-axis Ackerman steering module 8; collect the current actual yaw rate of the vehicle; calculate the required one-axis and two-axis Ackerman steering module 8 and the steering angle of the two-axis Ackerman steering module 8 , and send it to the Ackerman steering subsystem 2; calculate the required driving torque of the left and right motors and send it to the differential steering subsystem 1.

The Ackerman steering subsystem 2 is responsible for: receiving the steering angles of the one-axis Ackerman steering module 7 and the two-axis Ackerman steering module 8 issued by the control subsystem 4, and controlling the first The two-axis Ackerman steering module 8 and the two-axis Ackerman steering module 8 steering mechanism operate to the required one-axis and two-axis steering angles, and simultaneously report the one-axis Ackerman steering module 7 and the two-axis Ackerman steering module. Axis Ackerman steering module 8's current steering angle.

The differential steering subsystem 1 is responsible for: receiving the required driving torque of the left and right motors issued by the control subsystem 4, controlling the left and right motors to output the required torque, and reporting the speed and torque of the left and right motors at the same time information.

The specific control method is as follows:

Calculation of Driving Moment of Differential System

The driving torque T of the differential system is composed of two parts: straight driving torque Ta and steering torque Tturn. in

Tl=Ta+Tturn

Tr=Ta+Tturn

Calculation of straight driving torque Ta. The control subsystem 4 is calculated according to the vehicle speed request Vref, combined with the current vehicle speed Vact, using the PI control method.

Ta＝Kp*(Vref-Vact)+Ki*∫(Vref-Vact)dt

In the formula, Kp and Ki are calibration parameters.

Calculation of the steering torque Tturn. The control subsystem 4 calculates the target wheel speed difference on both sides according to the steering curvature request, combined with the current actual yaw rate, and calculates the target wheel speed difference on both sides according to the yaw rate difference value through PI control, and then calculates the motor speed difference on both sides by combining the vehicle parameters. ;According to the current speed difference of the motors on both sides, combined with the actual speed difference of the motors on both sides, the steering torque of the motor is calculated by using PI control again.

ΔR＝Kp*(ωref-ωact)+Ki*∫(ωref-ωact)dt

ΔW＝ΔR*Df÷R*iChain

Tturn=Kp*(ΔWref-ΔWact)+Ki*∫(ΔWref-ΔWact)dt

In the formula, ΔR is the wheel speed difference, ωref is the target yaw rate, ωact is the actual yaw rate, ΔW is the motor speed difference, Df is the wheelbase, R is the tire radius, iChain is the transmission ratio, ΔWref is the target motor speed difference , ΔWact is the actual motor speed difference. Among them, Kp and Ki are calibration quantities.

Calculation of Steering Angle of Ackermann Steering Subsystem 2

The control subsystem 4 outputs the corresponding expected angle of the input shaft of the steering gear according to the request of the steering curvature, thereby controlling the front two shafts to perform Ackermann steering. The corresponding relationship between the desired angle of the input shaft of the steering gear and the steering radius is as follows:

The rack stroke L1 of the steering gear corresponds to an outer wheel steering angle A1 and an expected input shaft angle EPS_Angle respectively.

Calculated by the formula, the relationship between A1 and turning radius R1:

R1＝2850÷sin(A1*PI/180)÷1000

The relationship between L1 and the expected angle EPS_Angle of the input shaft of the steering gear is calculated by the formula:

EPS_Angle＝L1÷54.4*360

Thus, the steering radius can be associated with the desired angle of the input shaft of the steering gear, which is beneficial for the control subsystem 4 to output the corresponding desired angle of the input shaft of the steering gear according to the steering curvature.

The control subsystem 4 controls the vehicle yaw rate as a target, and uses the outputs of the differential steering subsystem and the Ackerman steering subsystem 2 as variables to realize the following functions.

When the whole vehicle turns right with differential steering, the output speed of the left wheel transmission module 9 is greater than the output of the right wheel transmission module 10, and the control subsystem 4 detects that the yaw angle of the whole vehicle becomes larger , when the whole vehicle has an unstable tendency, the control subsystem 4 sends the Ackerman steering subsystem 2 to turn left command, and the one-axis Ackerman steering module 7 receives the command from the control subsystem 4, and the wheel Turn left, the two-axis Ackerman steering module 8 is instructed by the control subsystem 4 to turn left, and the left turn output of the Ackerman steering subsystem 2 makes the whole vehicle have a left turn tendency, so as to offset the difference The right turn instability trend of the whole vehicle in the high-speed steering system.

When the whole vehicle turns left with differential steering, the output speed of the left wheel transmission module 9 is smaller than the output of the right wheel transmission module 10, the control subsystem 4 detects that the yaw angle of the whole vehicle becomes larger, and the whole vehicle When there is an unstable tendency, the control subsystem 4 sends the Ackermann steering subsystem 2 a steering instruction, and the one-axis Ackerman steering module 7 turns the wheel to the left after receiving the instruction from the control subsystem 4. Turn, the two-axis Ackermann steering module is instructed by the control subsystem 4 to turn the wheels to the left, and the left turn output of the Ackerman steering subsystem 2 makes the whole vehicle have a right turn tendency, so as to offset Unsteady tendency of the whole vehicle to turn right in the differential steering system;

When the whole vehicle turns right with differential steering, the output speed of the left wheel transmission module 9 is greater than the output of the right wheel transmission module 10, and the control subsystem 4 detects that the yaw angle of the whole vehicle becomes smaller , when the whole vehicle has a right-turn understeer tendency, the control subsystem 4 issues a steering command to the Ackerman steering subsystem 2, and the one-axis Ackerman steering module 7 receives the command from the control subsystem 4 Afterwards, the wheels turn right, and the two-axis Ackerman steering module 8 is instructed by the control subsystem 4 to turn the wheels, and the left turn output of the Ackerman steering subsystem 2 makes the whole vehicle have a turning Trend, in order to improve the tendency of insufficient right turn of the vehicle in the differential steering system, so that the response of the vehicle to the right turn is faster;

When the whole vehicle turns left with differential steering, the output rotational speed of the left wheel transmission module 9 is smaller than the output of the right wheel transmission module 10, and the control subsystem 4 detects that the yaw angular acceleration of the whole vehicle changes. Small, when the whole vehicle has a left-turn understeer tendency, the control subsystem 4 issues a steering command to the Ackerman steering subsystem 2, and the one-axis Ackerman steering module 7 receives the steering command from the control subsystem 4 After the instruction, the wheels turn left, and the two-axis Ackerman steering module 8 receives the instruction from the control subsystem 4, and the wheels turn. The left turn output of the Ackerman steering subsystem 2 makes the whole vehicle have an active Turning trend, in order to improve the left turn tendency of the differential steering system, so that the left turn response of the vehicle is faster;

The whole vehicle has a steering redundancy function. When one of the differential drive transmission subsystem and the Ackermann steering subsystem 2 fails, the whole vehicle still has the steering function, which can improve the safety of the whole vehicle ; When the Ackerman steering subsystem 2 fails, the differential steering still works, which can ensure the smooth parking of the vehicle. When the differential steering fails, the Ackerman steering subsystem 2 still works, and can also ensure The vehicle stops smoothly.

What is disclosed above is only a preferred embodiment of the all-terrain vehicle hybrid steering chassis system device of the present invention. Of course, it cannot limit the scope of rights of the present invention. Those of ordinary skill in the art can understand that all or all of the above embodiments can be realized. Part of the process and the equivalent changes made according to the claims of the present invention still belong to the scope covered by the invention.

Claims (5)

1. A hybrid steering chassis system device for an all-terrain vehicle, characterized in that, It includes a differential steering subsystem, an Ackermann steering subsystem, a suspension subsystem and a control subsystem, the differential steering subsystem is connected to the suspension subsystem and is located on one side of the suspension subsystem, The Ackermann steering subsystem is connected to the suspension subsystem and is located on both sides of the suspension subsystem, and the control subsystem is connected to the differential steering subsystem and the Ackermann steering subsystem respectively. system is connected to the suspension subsystem. 2. A kind of all-terrain vehicle hybrid steering chassis system device as claimed in claim 1, characterized in that, The suspension subsystem includes a front suspension double wishbone module and a rear suspension double wishbone module. 3. A kind of all-terrain vehicle hybrid steering chassis system device as claimed in claim 2, characterized in that, The Ackerman steering subsystem includes a one-axis Ackerman steering module and a two-axis Ackerman steering module, the one-axis Ackerman steering module is connected to the front suspension double wishbone module, and the two-axis Ackerman steering module The Ackermann steering module is connected to the rear suspension double wishbone module. 4. A kind of all-terrain vehicle hybrid steering chassis system device as claimed in claim 2, characterized in that, The differential steering subsystem includes a left wheel transmission module and a right wheel transmission module, the left wheel transmission module is connected to the front suspension double wishbone module, and the right wheel transmission module is arranged on the Side of the left wheel drive module. 5. A kind of all-terrain vehicle hybrid steering chassis system device as claimed in claim 1, characterized in that, The control subsystem is connected to the differential steering subsystem, the Ackerman steering subsystem and the suspension subsystem through a CAN bus.

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