Three-degree-of-freedom off-road ground profiling vehicle

Abstract

The present application belongs to the technical field of agricultural vehicle chassis, and discloses a three-degree-of-freedom off-road ground profiling vehicle, in particular to the technical field of off-road working vehicle ground profiling walking; two groups of longitudinal profiling mechanisms are arranged in left-right symmetry according to the given rear wheel track in the vertical plane of the vehicle body, and one group of transverse profiling mechanism is arranged in front according to the given vehicle wheelbase, and the two groups of longitudinal profiling mechanisms and the transverse profiling mechanism share the same vehicle body, the double front wheels are steered, and the four rear wheels are driven, so as to form the three-degree-of-freedom off-road ground profiling vehicle; the two groups of longitudinal profiling mechanisms independently profile the ground in the longitudinal direction, and the transverse profiling mechanism profiles the transversely undulating ground, and the vehicle has the three-degree-of-freedom ground profiling performance, and has the stable performance of the vehicle body under the condition of adapting to the complex ground, so that the off-road ground profiling walking and working on the hills and slopes are realized.

Description

Technical Field

[0001] This invention relates to a three-degree-of-freedom off-road ground contouring vehicle, belonging to the field of agricultural vehicle chassis technology, and particularly to the field of off-road operation vehicle ground contouring walking technology. Background Technology

[0002] my country has approximately 1 million square kilometers of hilly areas suitable for agricultural and pastoral development, accounting for one-tenth of the country's total area. Hilly and mountainous areas are important production bases for grain and specialty agricultural products in my country, and are suitable for the cultivation and growth of various economic trees and fruit trees, which is very beneficial for the development of diversified economies. However, the hilly and mountainous areas have large elevation differences and poor flatness, and are typical non-road surfaces, resulting in a low level of mechanization and relatively slow development.

[0003] For complex road conditions such as hills and slopes, the vehicles used in the operation need to have strong driving force, good maneuverability and mobility, and high stability and passability when operating on slopes. When driving in hilly and mountainous areas and working in the fields, in order to improve the terrain adaptability and the adhesion of the driving tires, the vehicles need to have all-time multi-wheel drive and multi-degree-of-freedom ground contouring capabilities. Research on ground contouring walking technology can improve the adaptability of multi-wheel drive to complex terrain, enable vehicles to have greater adhesion and load-bearing capacity, and realize contouring walking and operation on hilly and slope non-road surfaces, so as to improve the level of mechanization in hilly and mountainous areas. Summary of the Invention

[0004] The purpose of this invention is to provide a three-degree-of-freedom off-road ground contouring vehicle, which consists of a set of lateral contouring mechanisms for contouring lateral undulating ground and two sets of longitudinal contouring mechanisms for independently contouring longitudinal undulating ground, enabling the vehicle to have vehicle body stability under complex ground conditions and realize contouring walking and operation on hilly and sloping off-road ground.

[0005] The technical solution adopted to achieve the purpose of this invention includes: a three-degree-of-freedom off-road ground contouring vehicle consisting of a set of lateral contouring mechanisms and two sets of longitudinal contouring mechanisms;

[0006] The lateral contouring mechanism includes: one end of the front axle (12) is fixedly connected to the steering knuckle main shaft (13), the front part of the front axle (12) is fixedly connected to one end of the rocker arm (16), the steering knuckle (14) is rotatably connected to the steering knuckle main shaft (13) around its axis AB, the steering knuckle (14) is connected to the front wheel (15) and controls its direction, the front wheel (15) rotates relative to the steering knuckle (14) around its axis, the front wheel and the steering knuckle (14) swing together around the axis AB of the steering knuckle main shaft (13), another set of identical steering knuckle main shaft (13), steering knuckle (14), front wheel (15) and rocker arm (16) are connected in the same way, and are symmetrically arranged on the center plane N of the front axle; the intersection points of the axes of the two front wheels (15) and the axes of the two steering knuckle main shafts (13) are B and D, and the two rocker arms (16) The other end is rotatably connected to the subframe (11) through the same axis. The rotation axis J is perpendicular to the front axle center plane N. The two front shock absorbers (17) of the same specification and model are rotatably connected to the front axle (12) and the subframe (11) respectively. Each rotation axis is parallel to the axis J. The two front shock absorbers (17) are symmetrical to the front axle center plane N and keep the front shock absorbers in a compressed state. The two ends of the connecting rod (18) are ball-jointly connected to the left and right steering knuckles (14) respectively. The two connection points E and F are symmetrical about the front axle center plane N, forming a steering trapezoid BEFD. The body (10) is rotatably connected to the subframe (11). The rotation axis K is located in the front axle center plane N and the body vertical plane and is perpendicular to the body horizontal plane, forming a transverse contouring mechanism.

[0007] Specifically: When the lateral contouring mechanism traverses a laterally undulating ground, the height difference causes the two front wheels to move relative to the vehicle body. The subframe rotates relative to the vehicle body around axis K, achieving one degree of freedom in lateral contouring of the ground, while the vehicle body maintains lateral stability. The steering trapezoidal BEFD shape is determined by the steering angle θ. When the steering angle θ = 0, the two base angles of the steering trapezoidal BEFD are equal, and the vehicle travels in a straight line. When the steering angle θ ≠ 0, the steering trapezoidal BEFD shape changes, and the outer front wheel deflection angle θ e and the inner front wheel deflection angle θ i When the Ackermann steering condition is met, the vehicle turns and moves, and the lateral contour motion of the ground and the steering motion of the vehicle are independent of each other.

[0008] The longitudinal contouring mechanism includes: two identical support rods (21) which are rotatably connected to the vehicle body (10) on the same axis in their middle parts, with the rotation axis L perpendicular to the vertical plane of the vehicle body; the lower ends of the two support rods (21) are rotatably connected to two identical rear wheels (22); the two ends of the rear shock absorber (23) are rotatably connected to the upper ends of the two support rods (21) respectively, keeping the rear shock absorber in a compressed state; the two support rods (21) and the two rear wheels (22) are symmetrical about the mid-plane M of the rear shock absorber (23) with the rotation axis L passing through the vehicle body; one end of the damper (24) is rotatably connected to the vehicle body (10) and the other end is rotatably connected to a support rod (21); the rotation axis at each connection point is perpendicular to the vertical plane of the vehicle body, forming a longitudinal contouring mechanism;

[0009] Among them: when the longitudinal contouring mechanism passes through the longitudinally undulating ground, the difference in ground height causes the two rear wheels to move relative to the vehicle body. The two support rods, the two rear wheels, and the rear shock absorbers rotate together around the same axis L relative to the vehicle body. The damper constrains this rotation, realizing one degree of freedom of longitudinal contouring of the ground, and the vehicle body maintains longitudinal stability.

[0010] Two sets of longitudinal contouring mechanisms with identical geometric and performance parameters are arranged symmetrically on the left and right sides of the vehicle body's vertical plane according to the given rear wheel track and share the same vehicle body. A set of lateral contouring mechanisms is positioned at the front of the same vehicle body according to the given vehicle wheelbase. The vehicle features dual front wheel steering and four rear wheel drives or all-wheel drive, forming a three-degree-of-freedom off-road ground contouring vehicle.

[0011] In the aforementioned transverse contouring mechanism: the ball joints at both ends of the connecting rod are selected from rod end spherical bearings or radial spherical bearings.

[0012] The beneficial effects of this invention are that the proposed three-degree-of-freedom off-road ground contouring vehicle consists of a set of lateral contouring mechanisms for contouring lateral undulating ground and two sets of longitudinal contouring mechanisms for independently contouring longitudinal undulating ground, which improves the adaptability of multi-wheel drive to complex ground, and the vehicle has greater adhesion and load-bearing capacity. It also has vehicle stability under complex ground conditions, enabling contouring walking and operation on hilly and sloping off-road ground. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the contouring principle of a transverse contouring mechanism;

[0014] Figure 2 This is a schematic diagram of the steering principle of the lateral contouring mechanism;

[0015] Figure 3 This is a schematic diagram of the horizontal contouring mechanism.

[0016] Figure 4 This is a schematic diagram of the longitudinal contouring mechanism.

[0017] Figure 5Schematic diagram of a three-degree-of-freedom off-road ground contour vehicle;

[0018] Figure 6 This is a schematic diagram of a three-degree-of-freedom off-road surface contour vehicle steering principle.

[0019] In the diagram: 10--Body, 11--Subframe, 12--Front axle, 13--Steering knuckle spindle, 14--Steering knuckle, 15--Front wheel, 16--Sway bar, 17--Front shock absorber, 18--Linkage, 21--Support rod, 22--Rear wheel, 23--Rear shock absorber, 24--Damper. Detailed Implementation

[0020] The embodiments of the present invention will now be described with reference to the accompanying drawings:

[0021] A three-degree-of-freedom off-road ground contouring vehicle consists of one set of lateral contouring mechanisms and two sets of longitudinal contouring mechanisms (e.g., Figure 5 (as shown);

[0022] Figure 3 The schematic diagram of the lateral contouring mechanism shown includes: one end of the front axle (12) is fixedly connected to the steering knuckle main shaft (13); the front part of the front axle (12) is fixedly connected to one end of the rocker arm (16); the steering knuckle (14) is rotatably connected to the steering knuckle main shaft (13) around its axis AB; the steering knuckle (14) is connected to the front wheel (15) and controls its direction; the front wheel (15) rotates relative to the steering knuckle (14) around its axis; the front wheel and the steering knuckle (14) swing together around the axis AB of the steering knuckle main shaft (13); another set of identical steering knuckle main shaft (13), steering knuckle (14), front wheel (15), and rocker arm (16) are connected in the same way and arranged symmetrically on the center plane N of the front axle. The intersection points of the front wheel (15) axis and the axis of the two steering knuckle main shafts (13) are B and D. The axes of the two steering knuckle main shafts AB and CD are coplanar, and the two rocker arms are located in the same plane. The other ends of the two rocker arms (16) are rotatably connected to the subframe (11) through the same axis. The rotation axis J is perpendicular to the front axle center plane N. The two front shock absorbers (17) of the same specification and model are rotatably connected to the front axle (12) and the subframe (11) at both ends. Each rotation axis is parallel to the axis J. The two front shock absorbers (17) are used to constrain the front axle (12) to rotate relative to the subframe (11) around the axis J. The two front shock absorbers (17) are symmetrical to the front axle center plane N and keep the front shock absorbers in a compressed state. Figure 1 As shown; the two ends of the connecting rod (18) are respectively connected to the left and right steering knuckles (14) by ball joints. The two connection points E and F are symmetrical about the center plane N of the front axle, forming a steering trapezoidal BEFD, as shown. Figure 2As shown; the vehicle body (10) is rotatably connected to the subframe (11), and the rotation axis K is located in the middle plane N of the front axle and the vertical plane of the vehicle body, and is perpendicular to the horizontal vertical plane of the vehicle body, forming a transverse contouring mechanism;

[0023] Specifically: When the lateral contouring mechanism traverses a laterally undulating ground surface, the height difference causes the two front wheels to move relative to the vehicle body. The subframe rotates relative to the vehicle body around axis K, achieving one degree of freedom in lateral contouring of the ground, while the vehicle body maintains lateral stability. The steering trapezoidal BEFD on the front axle controls the direction of the two front wheels. The shape of the steering trapezoidal BEFD is determined by the steering angle θ. When the steering angle θ = 0, the two base angles of the steering trapezoidal BEFD are equal, and the vehicle travels in a straight line. Figure 2 As shown; when the steering angle θ≠0, the shape of the steering trapezoid BEFD changes, the two base angles are not equal, and the outer front wheel deflection angle θ e and the inner front wheel deflection angle θ i The vehicle turns and moves when the Ackermann steering conditions are met; the lateral contouring motion of the ground and the steering motion of the vehicle do not affect each other, thus realizing the independence of the vehicle's lateral contouring motion of the ground and the steering motion.

[0024] Figure 2 The diagram shown is a schematic of the steering principle of the transverse contouring mechanism. In the transverse contouring mechanism, the ball joints at both ends of the connecting rod are selected from rod end spherical bearings GB / T 9161-2001 or radial spherical bearings GB / T 9163-2001.

[0025] Figure 4 The schematic diagram of the longitudinal contouring mechanism shown is as follows: the longitudinal contouring mechanism includes two identical support rods (21) which are rotatably connected to the body (10) on the same axis in their middle parts, with the rotation axis L perpendicular to the vertical plane of the body. The lower ends of the two support rods (21) are rotatably connected to two identical rear wheels (22). The two ends of the rear shock absorber (23) are rotatably connected to the upper ends of the two support rods (21) respectively, keeping the rear shock absorber in a compressed state. The two support rods (21) and the two rear wheels (22) are symmetrical about the mid-plane M of the rear shock absorber (23) with the rotation axis L passing through the body. One end of the damper (24) is rotatably connected to the body (10) and the other end is rotatably connected to a support rod (21). The rotation axis at each connection point is perpendicular to the vertical plane of the body, forming a longitudinal contouring mechanism.

[0026] Among them: when the longitudinal contouring mechanism passes through the longitudinally undulating ground, the difference in ground height causes the two rear wheels to move relative to the vehicle body. The relative movement of the two rear wheels is coordinated by the rear shock absorber. The two support rods, the two rear wheels, and the rear shock absorber rotate together around the same axis L relative to the vehicle body. The damper constrains this rotation, realizing one degree of freedom of longitudinal contouring of the ground, and the vehicle body maintains longitudinal stability.

[0027] Figure 5The diagram shown illustrates the principle of a three-degree-of-freedom off-road ground contouring vehicle. Two sets of longitudinal contouring mechanisms with identical geometric and performance parameters are symmetrically arranged on the left and right sides of the vehicle's vertical plane based on the given rear wheel track, sharing the same vehicle body. A set of lateral contouring mechanisms is positioned at the front of the same vehicle body based on the given vehicle wheelbase. The vehicle features dual front-wheel steering, four rear-wheel drive, or all-wheel drive, with the front wheel track equal to the rear wheel track, thus forming a three-degree-of-freedom off-road ground contouring vehicle.

[0028] Figure 6 The diagram shows the steering principle of a three-degree-of-freedom off-road terrain contouring vehicle. During operation and travel on hilly and mountainous off-road terrain, two sets of longitudinal contouring mechanisms independently contour the ground longitudinally, achieving two degrees of freedom in longitudinal ground contouring. Displacement dampers constrain the rotation of the support rods on both sides relative to the vehicle body, maintaining longitudinal stability and facilitating the operation of the working components on the vehicle body. The lateral contouring mechanism contours the laterally undulating ground, achieving one degree of freedom in lateral ground contouring, maintaining lateral stability. The lateral ground contouring motion and the vehicle steering motion are independent. During ground contouring travel, given a steering angle, the inner and outer front wheel deflection angles satisfy the Ackermann steering condition, allowing the vehicle to steer independently. The vehicle possesses three-degree-of-freedom ground contouring capabilities, improving the adaptability of multi-wheel drive to complex terrain. The vehicle has significant adhesion and load-bearing capacity, maintaining vehicle body stability under complex terrain conditions, enabling contouring travel and operation on hilly and sloping off-road terrain.

Claims

1. A three-degree-of-freedom off-road ground contouring vehicle, comprising one set of lateral contouring mechanisms and two sets of longitudinal contouring mechanisms, characterized in that: The lateral contouring mechanism includes: one end of the front axle is fixedly connected to the steering knuckle spindle; the front part of the front axle is fixedly connected to one end of the rocker arm; the steering knuckle and the steering knuckle spindle are rotatably connected around their axis; the steering knuckle connects to the front wheel and controls its direction; the front wheel rotates relative to the steering knuckle around its axis; the front wheel and the steering knuckle swing together around the axis of the steering knuckle spindle; another set of identical steering knuckle spindles, steering knuckles, front wheels, and rocker arms are connected in the same manner and arranged symmetrically at the center of the front axle; the intersection points of the axes of the two front wheels and the axes of the two steering knuckle spindles are B and D; the other ends of the two rocker arms pass through the same axis on the subframe. Rotary connection, rotation axis J is perpendicular to the center plane of the front axle, two front shock absorbers of the same specification and model are rotatably connected to the front axle and the subframe respectively, and each rotation axis is parallel to axis J. The two front shock absorbers are symmetrical about the center plane of the front axle and keep the front shock absorbers in a compressed state. The two ends of the connecting rod are respectively connected to the left and right steering knuckle ball hinges. The two connection points E and F are symmetrical about the center plane of the front axle, forming a steering trapezoid BEFD. The body is rotatably connected to the subframe. The rotation axis K is located in the center plane of the front axle and the vertical plane of the body, and is perpendicular to the horizontal vertical plane of the body, forming a transverse contouring mechanism. Specifically: When the lateral contouring mechanism traverses a laterally undulating ground, the height difference causes the two front wheels to move relative to the vehicle body. The subframe rotates relative to the vehicle body around axis K, achieving one degree of freedom in lateral contouring of the ground, while the vehicle body maintains lateral stability. The steering trapezoidal BEFD shape is determined by the steering angle θ. When the steering angle θ = 0, the two base angles of the steering trapezoidal BEFD are equal, and the vehicle travels in a straight line. When the steering angle θ ≠ 0, the steering trapezoidal BEFD shape changes, and the outer front wheel deflection angle θ e and the inner front wheel deflection angle θ i When the Ackermann steering condition is met, the vehicle turns and moves, and the lateral contour motion of the ground and the steering motion of the vehicle are independent of each other. The longitudinal contouring mechanism includes: two identical support rods that are rotatably connected to the vehicle body along the same axis in their middle portions, with the rotation axis L perpendicular to the vertical plane of the vehicle body; the lower ends of the two support rods are rotatably connected to two identical rear wheels; the two ends of the rear shock absorber are rotatably connected to the upper ends of the two support rods to keep the rear shock absorber in a compressed state; the two support rods and the two rear wheels are symmetrical about the mid-plane of the rear shock absorber with respect to the rotation axis L at the vehicle body; one end of the damper is rotatably connected to the vehicle body, and the other end is rotatably connected to a support rod; the rotation axis at each connection point is perpendicular to the vertical plane of the vehicle body, forming a longitudinal contouring mechanism. Among them: When the longitudinal contouring mechanism passes through the longitudinally undulating ground, the ground height difference causes the two rear wheels to move relative to the vehicle body. The two support rods, the two rear wheels, and the rear shock absorbers rotate together around the same axis L relative to the vehicle body. The damper constrains this rotation, realizing longitudinal contouring of the ground and keeping the vehicle body longitudinally stable. Two sets of longitudinal contouring mechanisms with identical geometric and performance parameters are arranged symmetrically on the left and right sides of the vehicle body's vertical plane according to the given rear wheel track and share the same vehicle body. A set of lateral contouring mechanisms is positioned at the front of the same vehicle body according to the given vehicle wheelbase. The vehicle features dual front wheel steering and four rear wheel drives or all-wheel drive, forming a three-degree-of-freedom off-road ground contouring vehicle.

2. The three-degree-of-freedom off-road ground contouring vehicle according to claim 1, characterized in that, In the aforementioned transverse contouring mechanism: the ball joints at both ends of the connecting rod are selected from rod end spherical bearings or radial spherical bearings.

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