Saddle base, vehicle drive wheel load adjustment method, and vehicle

Abstract

The application relates to a saddle bottom plate, a vehicle driving wheel load adjusting method and a vehicle. A saddle bottom plate is arranged on a longitudinal beam of a vehicle frame, the vehicle comprises a load carrying box, the saddle bottom plate comprises a bottom plate arranged on the longitudinal beam, a sliding piece and a driving piece, the sliding piece is slidably connected to one side of the bottom plate away from the longitudinal beam in the longitudinal direction of the longitudinal beam, the load carrying box is connected to the sliding piece, and the driving piece is arranged on the longitudinal beam and connected with the sliding piece to drive the sliding piece and the load carrying box to move relative to the bottom plate in the longitudinal direction of the longitudinal beam. It can be understood that the sliding piece connected with the load carrying box moves relative to the bottom plate arranged on the longitudinal beam in the longitudinal direction of the longitudinal beam, thereby relatively changing the load of the driving wheel and the non-driving wheel of the vehicle. The load of the driving wheel and the non-driving wheel of the vehicle is further changed, so that the driving wheel and the non-driving wheel of the vehicle are in a better load distribution, and the vehicle is in a better driving state.

Description

Technical Field

[0001] This application relates to the field of power and economic performance technology for commercial vehicles, and in particular to a saddle base plate, a method for adjusting the load on the vehicle's drive wheels, and a vehicle. Background Technology

[0002] The actual load on a vehicle's drive wheels is always a crucial factor during operation. Excessive drive wheel load increases rolling resistance, affecting fuel economy and vehicle stability, while insufficient load reduces climbing ability. Related technologies typically use a saddle base plate to balance the actual load on the vehicle's drive wheels.

[0003] However, the saddle base plate in the relevant technology results in poor vehicle stability. Summary of the Invention

[0004] Therefore, it is necessary to address the problem that the saddle base plate in the related technology causes poor vehicle stability, and to provide a saddle base plate, a method for adjusting the load of the vehicle drive wheels, and a vehicle.

[0005] A saddle base plate is disposed on the longitudinal beam of a vehicle frame, the vehicle including a cargo box, the saddle base plate comprising:

[0006] The base plate is provided on the longitudinal beam;

[0007] A sliding member and a driving member are provided. The sliding member is slidably connected to the side of the base plate opposite to the longitudinal beam along the longitudinal direction of the longitudinal beam. The load-bearing vehicle box is connected to the sliding member. The driving member is disposed on the longitudinal beam and connected to the sliding member to drive the sliding member and the load-bearing vehicle box to move relative to the base plate along the longitudinal direction of the longitudinal beam.

[0008] The saddle base plate provided in this application connects the cargo box to a sliding member by mounting the base plate on the longitudinal beam of the vehicle frame, allowing the sliding member and the base plate to move relative to each other. This adjusts the load on the vehicle's drive wheels. The longitudinal beam of the frame is positioned along its longitudinal direction between the drive and non-drive wheels. The sliding member connecting the cargo box moves relative to the base plate mounted on the longitudinal beam along the longitudinal direction of the beam, thus relatively changing the load on the drive and non-drive wheels. When the sliding member moves closer to the drive wheel, the load on the drive wheel increases; when it moves closer to the non-drive wheel, the load on the non-drive wheel increases. This alters the load on the drive and non-drive wheels, resulting in a better load distribution, improving vehicle stability, and ensuring optimal driving performance.

[0009] In one embodiment, the saddle base plate includes a control system for calculating the ratio L of the maximum static friction force F1 of the vehicle's drive wheel to the vehicle's driving resistance F2, where L = F1 / F2.

[0010] Furthermore, the control system is electrically connected to the drive component and is used to control the output of the drive component until the ratio L reaches a preset value.

[0011] In one embodiment, the preset value is 1.5-1.8.

[0012] In one embodiment, the control system includes a control module electrically connected to the drive component, and a driving resistance detection module and a static friction force detection module electrically connected to the control module, respectively.

[0013] The driving resistance detection module is used to calculate the maximum static friction force F1 of the vehicle's drive wheels;

[0014] The static friction force detection module is used to calculate the vehicle's driving resistance F2;

[0015] The control module is used to control the output of the drive component according to the ratio L until the ratio L reaches a preset value.

[0016] In one embodiment, the control system includes a first computing module;

[0017] The resistance detection module includes a speed sensor, an acceleration sensor, and a slope sensor. The speed sensor is used to detect the vehicle's speed, the acceleration sensor is used to detect the vehicle's acceleration, and the slope sensor is used to detect the slope of the road surface on which the vehicle travels.

[0018] The first calculation module can calculate the driving resistance F2 based on the driving speed, the driving acceleration, the slope of the driving road surface, and the rolling resistance coefficient of the vehicle's wheels.

[0019] In one embodiment, the static friction force detection module includes an axle load measuring device, and the control system further includes a second calculation module electrically connected to the axle load measuring device;

[0020] The axle load measuring device is used to detect the drive wheel load of the vehicle;

[0021] The second calculation module can calculate the maximum static friction force F1 based on the load on the drive wheel.

[0022] According to another aspect of this application, a method for adjusting the load on a vehicle drive wheel is provided, which utilizes the aforementioned saddle base plate for adjustment. The method for adjusting the load on the vehicle drive wheel includes:

[0023] Obtain the maximum static friction force F1 of the drive wheel of the vehicle;

[0024] Obtain the vehicle's driving resistance F2;

[0025] Calculate the ratio L of the maximum static friction force F1 to the driving resistance F2, where L = F1 / F2;

[0026] The driving component is controlled to drive the sliding component to move relative to the base plate along the longitudinal direction of the longitudinal beam until the ratio L reaches the preset value.

[0027] In one embodiment, obtaining the vehicle's driving resistance F2 specifically includes:

[0028] The vehicle's speed, acceleration, and the slope of the road surface are obtained respectively.

[0029] The vehicle's rolling resistance F2 is calculated based on the driving speed, driving acceleration, the slope of the road surface, and the vehicle's wheel rolling resistance coefficient; and / or

[0030] The specific steps of obtaining the maximum static friction force F1 of the vehicle's drive wheels include:

[0031] Obtain the drive wheel load of the vehicle;

[0032] The maximum static friction force F1 is calculated based on the load on the drive wheel.

[0033] In one embodiment, controlling the drive member to drive the slider to move relative to the base plate along the longitudinal direction of the longitudinal beam until the ratio L reaches the preset value specifically includes...

[0034] When L < 1.5, the driving component is controlled to drive the sliding component to move along the longitudinal direction of the longitudinal beam towards the side closer to the driving wheel until L reaches the preset value;

[0035] When L>1.8, the drive unit is controlled to drive the slider to move along the longitudinal direction of the longitudinal beam away from the drive wheel until L reaches the preset value.

[0036] According to another aspect of this application, a vehicle is provided, including the above-described method for adjusting the load on the vehicle drive wheels. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the structure of a saddle base plate according to this application;

[0038] Figure 2 for Figure 1 Side view of the saddle base plate shown;

[0039] Figure 3 This is a flowchart of the vehicle drive wheel load adjustment method of this application.

[0040] Explanation of reference numerals in the attached figures:

[0041] Saddle base plate 10;

[0042] Base plate 1; sliding component 2; driving component 3; saddle 4; longitudinal beam 5. Detailed Implementation

[0043] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0044] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0045] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0046] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0047] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0048] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0049] Figure 1 This is a schematic diagram of the structure of a saddle base plate 10 according to this application. Figure 2 for Figure 1 The side view of the saddle base plate 10 shown.

[0050] See Figure 1 and Figure 2 As shown, this application provides a saddle base plate 10, disposed on the longitudinal beam 5 of a vehicle frame. The vehicle also includes a cargo box. The saddle base plate 10 includes a base plate 1 disposed on the longitudinal beam 5, a sliding member 2, and a driving member 3. The sliding member 2 is slidably connected to the side of the base plate 1 opposite to the longitudinal beam 5 along the longitudinal direction of the longitudinal beam 5, so that it can move relative to the base plate 1 along the longitudinal direction of the longitudinal beam 5. The cargo box is connected to the sliding member 2, and the driving member 3 is disposed on the longitudinal beam 5 and connected to the sliding member 2, so as to drive the sliding member 2 and the cargo box to move relative to the base plate 1 along the longitudinal direction of the longitudinal beam 5.

[0051] The saddle base plate 10 provided in this application places the base plate 1 on the longitudinal beam 5 of the vehicle frame, connects the load-bearing box to the sliding member 2, and allows the sliding member 2 and the base plate 1 to move relative to each other. This allows the sliding member 2 and the load-bearing box to move relative to the longitudinal beam 5 of the frame, thereby adjusting the load on the vehicle's drive wheels. It is understood that the frame longitudinal beam 5 is located between the vehicle's drive wheels and non-drive wheels. With the base plate 1 located on the longitudinal beam 5 and between the vehicle's drive wheels and non-drive wheels, when the sliding member 2 and the load-bearing box move relative to the longitudinal beam 5, the distance between the sliding member 2 and the load-bearing box relative to the vehicle's drive wheels is adjusted, changing the load on the vehicle's drive wheels and non-drive wheels. This allows for optimal load distribution between the vehicle's drive wheels and non-drive wheels, resulting in a better driving condition for the vehicle.

[0052] In some embodiments, the saddle base plate 10 includes a saddle 4, which is connected to the side of the slider 2 away from the base plate 1 and is used to connect the vehicle's cargo box.

[0053] In some embodiments, the saddle base plate 10 includes a control system. The control system calculates the ratio L of the maximum static friction force F1 of the vehicle's drive wheel to the vehicle's driving resistance F2, where L = F1 / F2. The control system is electrically connected to the drive component 3 and controls the output of the drive component 3 until the ratio L, i.e., F1 / F2, reaches a preset value. This application electrically connects the control system to the drive component 3 and calculates the ratio F1 / F2 of the maximum static friction force F1 of the drive wheel to the vehicle's driving resistance F2. By monitoring the calculated ratio F1 / F2 in real time, it determines whether it is necessary to control the drive component 3 to drive the sliding component 2 to move. It is understood that in some embodiments, if F1 / F2 is within the preset value range, it is not necessary for the drive component 3 to drive the sliding component 2 to move; if F1 / F2 is outside the preset value range, the control system controls the drive component 3 to drive the sliding component 2 to move until F1 / F2 reaches the preset value. If the ratio F1 / F2 of the maximum static friction force F1 of the vehicle's drive wheels and the vehicle's driving resistance F2 is within a preset range, then the vehicle's drive wheels and non-drive wheels are in a better load distribution, and the vehicle is in a better driving state.

[0054] In some embodiments, the preset value is 1.5-1.8. In other words, L = F1 / F2 satisfies: 1.5 ≤ L = F1 / F2 ≤ 1.8. That is, the preset value range of the ratio F1 / F2 of the maximum static friction force F1 of the vehicle's drive wheel and the vehicle's driving resistance F2 is 1.5 ≤ F1 / F2 ≤ 1.8.

[0055] In some embodiments, the control system includes a control module electrically connected to the drive member 3, and a driving resistance detection module and a static friction force detection module, respectively electrically connected to the control module. The control module controls the drive member 3 to drive the sliding member to move along the longitudinal direction of the longitudinal beam 5 of the vehicle frame. The driving resistance detection module detects the driving resistance F2 of the vehicle, and the static friction force detection module detects the maximum static friction force F1 of the vehicle's drive wheels. It can be understood that the control module controls whether the drive member 3 drives the sliding member 2 to move along the longitudinal direction of the vehicle's longitudinal beam 5 based on the range of the ratio L between the maximum static friction force F1 of the drive wheels and the driving resistance F2 of the vehicle. If the ratio L is not within a preset range, the control module controls the output of the drive member until the ratio L reaches a preset value.

[0056] In some embodiments, the control system includes a first calculation module, and the resistance detection module includes a speed sensor, an acceleration sensor, and a slope sensor. The speed sensor detects the vehicle's speed and transmits the detected speed to the first calculation module in real time. The acceleration sensor detects the vehicle's acceleration and transmits the detected acceleration to the first calculation module in real time. The slope sensor detects the slope of the road surface and transmits the detected slope to the first calculation module in real time. The first calculation module can calculate the vehicle's rolling resistance F2 in real time based on the received speed, acceleration, road surface slope, and the vehicle's rolling resistance coefficient. The rolling resistance coefficient is related to the vehicle's properties, such as the wheel material. In some embodiments, the rolling resistance coefficient is set within the first calculation module and can be directly used.

[0057] In some embodiments, the control system includes an input module electrically connected to the first calculation module, capable of inputting the wheel rolling resistance coefficient of the corresponding vehicle from the input terminal of the input module.

[0058] In some embodiments, the static friction force detection module includes an axle load measuring device, and the control system further includes a second calculation module electrically connected to the axle load measuring device. The axle load measuring device is used to detect the drive wheel load of the vehicle in real time, and the second calculation module can calculate the maximum static friction force F1 of the drive wheel in real time based on the drive wheel load. It is understood that while the second calculation module calculates the maximum static friction force F1 of the drive wheel in real time based on the drive wheel load, the first calculation module calculates the vehicle's driving resistance F2 in real time based on the vehicle's speed, acceleration, road surface gradient, and rolling resistance coefficient. In some embodiments, the control system further includes a third calculation module, which calculates the ratio F1 / F2 of the maximum static friction force F1 and the driving resistance F2 in real time based on the maximum static friction force F1 and the vehicle's driving resistance F2. The ratio F1 / F2 of the maximum static friction force F1 and the driving resistance F2 is transmitted to the control module. The control module determines whether F1 / F2 is within the preset value range, that is, whether F1 / F2 satisfies: 1.5≤F1 / F2≤1.8. If F1 / F2 does not satisfy: 1.5≤F1 / F2≤1.8, the control module controls the sliding member 2 to move relative to the bottom plate 1 along the longitudinal direction of the longitudinal beam 5 of the frame until the ratio F1 / F2 of the maximum static friction force F1 and the driving resistance F2 detected in real time satisfies: 1.5≤F1 / F2≤1.8.

[0059] Understandably, if the ratio of the maximum static friction force F1 of the drive wheel to the driving resistance F2 (F1 / F2) is less than 1.5, the control module controls the drive component 3 to drive the sliding component 2 to move along the longitudinal direction of the frame's longitudinal beam 5 towards the side closer to the drive wheel, thereby increasing the load on the drive wheel and thus increasing the maximum static friction force F1 of the drive wheel, and consequently increasing the ratio of the maximum static friction force F1 to the driving resistance F2 (F1 / F2). If the ratio of the maximum static friction force F1 of the drive wheel to the driving resistance F2 (F1 / F2) is greater than 1.8, the control module controls the drive component 3 to drive the sliding component 2 to move along the longitudinal direction of the frame's longitudinal beam 5 towards the side farther from the drive wheel, thereby reducing the load on the drive wheel and consequently reducing the ratio of the maximum static friction force F1 to the driving resistance F2 (F1 / F2).

[0060] See Figure 3 As shown, Figure 3This is a flowchart of the vehicle drive wheel load adjustment method of this application. This application also provides a vehicle drive wheel load adjustment method, and a vehicle equipped with a saddle base plate 10 and using this method to adjust the drive wheel load. The vehicle drive wheel load adjustment method includes obtaining the maximum static friction force F1 of the vehicle's drive wheels, obtaining the vehicle's driving resistance F2, and then calculating the ratio L of the maximum static friction force F1 to the driving resistance F2 based on the maximum static friction force F1 and the driving resistance F2, where L = F1 / F2. After obtaining L, based on the range of L's value, the control module controls the drive component 3 to drive the sliding component 2 to move relative to the base plate 1 along the longitudinal direction of the longitudinal beam 5, thereby adjusting the load on the vehicle's drive wheels until the real-time monitored ratio L reaches a preset value. In some embodiments, the preset value range is 1.5-1.8.

[0061] In some embodiments, obtaining the vehicle's driving resistance F2 specifically includes: acquiring the vehicle's speed, acceleration, and the slope of the road surface in real time. The driving resistance F2 is calculated based on the speed, acceleration, road surface slope, and the vehicle's rolling resistance coefficient. In some embodiments, the vehicle's speed is measured by a speed sensor installed on the vehicle and electrically connected to the first calculation module; the vehicle's acceleration is measured by an acceleration sensor installed on the vehicle and electrically connected to the first calculation module; and the road surface slope is measured by a slope sensor installed on the vehicle and electrically connected to the first calculation module. The vehicle's rolling resistance coefficient can be stored in the control system during the control system's development or input to the first calculation module via an input module included in the control system.

[0062] In some embodiments, obtaining the maximum static friction force F1 of the vehicle's drive wheels specifically includes: obtaining the load of the vehicle's drive wheels in real time, and calculating the maximum static friction force F1 based on the drive wheel load using a second calculation module. In some embodiments, the load of the vehicle's drive wheels is measured by an axle load measuring device installed on the vehicle and electrically connected to the second calculation module.

[0063] In some embodiments, a speed sensor measures the vehicle's speed in real time, an acceleration sensor measures the vehicle's acceleration in real time, a slope sensor measures the slope of the road surface in real time, and an axle load measuring device measures the load on the vehicle's drive wheels in real time. This enables the first calculation module to calculate the vehicle's driving resistance F2 in real time, the second calculation module to calculate the maximum static friction force F1 of the vehicle's drive wheels in real time, and the third calculation module to calculate the ratio L of the maximum static friction force F1 to the driving resistance F2 in real time. This allows the control module to adjust the movement of the sliding member 2 relative to the longitudinal direction of the frame longitudinal beam 5 towards or away from the vehicle's drive wheels in real time according to the value range of L, thereby adjusting the load on the vehicle's drive wheels and ensuring that the drive wheels and non-drive wheels are in a better load distribution, thus putting the vehicle in a better driving state.

[0064] In some embodiments, when the ratio L of the maximum static friction force F1 of the vehicle's drive wheels to the vehicle's driving resistance F2 is in the range of 1.5-1.8, the drive wheels and non-drive wheels of the vehicle are in a better load distribution, so that the vehicle is in a better driving state.

[0065] In some embodiments, controlling the drive member 3 to drive the sliding member 2 to move relative to the base plate 1 along the longitudinal direction of the longitudinal beam 5 until the ratio L reaches a preset value specifically includes: when L = F1 / F2 satisfies: L = F1 / F2 < 1.5, controlling the drive member 3 to drive the sliding member 2 to move towards the side closer to the drive wheel along the longitudinal direction of the longitudinal beam 5. It can be understood that when the control module controls the drive member 3 to drive the sliding member 2 closer to the drive wheel, the load-bearing position of the sliding member 2 and the load-bearing box connected to the saddle on the sliding member 2 on the longitudinal beam 5 is closer to the vehicle's drive wheel. That is, as the sliding member 2 moves closer to the drive wheel, it relatively increases the load on the drive wheel, increasing the maximum static friction force F1 of the drive wheel. During the process of the control module controlling the drive member 3 to drive the sliding member 2 closer to the vehicle's drive wheel, the third calculation module monitors and calculates the ratio L of the maximum static friction force F1 of the drive wheel and the vehicle's driving resistance F2 in real time until L reaches a preset value, that is, until L = F1 / F2 satisfies 1.5 ≤ F1 / F2 ≤ 1.8.

[0066] Similarly, when F1 / F2 > 1.8, the control module controls the drive component 3 to drive the sliding component 2 to move away from the drive wheel along the longitudinal direction of the longitudinal beam 5. This causes the load-bearing position of the sliding component 2 and the load-bearing box connected to the saddle on the sliding component 2 on the longitudinal beam 5 to move away from the drive wheel of the vehicle, thereby relatively reducing the load on the drive wheel and thus reducing the ratio L of the maximum static friction force F1 and the vehicle's driving resistance F2. During the process of the control module controlling the drive component 3 to drive the sliding component 2 away from the drive wheel along the longitudinal direction of the vehicle's longitudinal beam 5, the third calculation module monitors and calculates the ratio L of the maximum static friction force F1 of the drive wheel and the vehicle's driving resistance F2 in real time until L reaches the preset value, that is, until L = F1 / F2 satisfies 1.5 ≤ F1 / F2 ≤ 1.8.

[0067] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0068] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A saddle base plate, disposed on the longitudinal beam of a vehicle frame, the vehicle including a cargo box, characterized in that, The saddle base plate includes: The base plate is provided on the longitudinal beam; A sliding member and a driving member are provided. The sliding member is slidably connected to the bottom plate on the side opposite to the longitudinal beam along the longitudinal direction of the longitudinal beam. The load-bearing vehicle box is connected to the sliding member. The driving member is disposed on the longitudinal beam and connected to the sliding member to drive the sliding member and the load-bearing vehicle box to move relative to the bottom plate along the longitudinal direction of the longitudinal beam. The saddle base plate includes a control system, which is used to calculate the ratio L of the maximum static friction force F1 of the vehicle's drive wheel and the vehicle's driving resistance F2, where L = F1 / F2. Furthermore, the control system is electrically connected to the drive component and is used to control the output of the drive component until the ratio L reaches a preset value.

2. The saddle base plate according to claim 1, characterized in that, The preset value is 1.5-1.

8.

3. The saddle base plate according to claim 1, characterized in that, The control system includes a control module electrically connected to the drive component, and a driving resistance detection module and a static friction force detection module electrically connected to the control module, respectively. The static friction force detection module is used to calculate the maximum static friction force F1 of the vehicle's drive wheels; The driving resistance detection module is used to calculate the driving resistance F2 of the vehicle; The control module is used to control the output of the drive component according to the ratio L until the ratio L reaches a preset value.

4. The saddle base plate according to claim 3, characterized in that, The control system includes a first computing module; The driving resistance detection module includes a speed sensor, an acceleration sensor, and a slope sensor. The speed sensor is used to detect the vehicle's driving speed, the acceleration sensor is used to detect the vehicle's driving acceleration, and the slope sensor is used to detect the slope of the road surface on which the vehicle is traveling. The first calculation module can calculate the driving resistance F2 based on the driving speed, the driving acceleration, the slope of the driving road surface, and the rolling resistance coefficient of the vehicle's wheels.

5. The saddle base plate according to claim 4, characterized in that, The static friction force detection module includes an axle load measuring device, and the control system further includes a second calculation module electrically connected to the axle load measuring device; The axle load measuring device is used to detect the drive wheel load of the vehicle; The second calculation module can calculate the maximum static friction force F1 based on the load on the drive wheel.

6. A method for adjusting the load on a vehicle drive wheel, characterized in that, The method for adjusting the load on the vehicle drive wheels, using the saddle base plate as described in any one of claims 1-5, includes: Obtain the maximum static friction force F1 of the drive wheel of the vehicle; Obtain the vehicle's driving resistance F2; Calculate the ratio L of the maximum static friction force F1 to the driving resistance F2, where L = F1 / F2; The driving component is controlled to drive the sliding component to move relative to the base plate along the longitudinal direction of the longitudinal beam until the ratio L reaches a preset value.

7. The vehicle drive wheel load adjustment method according to claim 6, characterized in that, The specific steps of obtaining the vehicle's driving resistance F2 include: The vehicle's speed, acceleration, and the slope of the road surface are obtained respectively. The vehicle's rolling resistance F2 is calculated based on the driving speed, driving acceleration, the slope of the road surface, and the vehicle's wheel rolling resistance coefficient; and / or The specific steps of obtaining the maximum static friction force F1 of the vehicle's drive wheels include: Obtain the drive wheel load of the vehicle; The maximum static friction force F1 is calculated based on the load on the drive wheel.

8. The vehicle drive wheel load adjustment method according to claim 6, characterized in that, The control of the driving component to drive the sliding component to move relative to the base plate along the longitudinal direction of the longitudinal beam until the ratio L reaches a preset value specifically includes: When L < 1.5, the driving component is controlled to drive the sliding component to move along the longitudinal direction of the longitudinal beam towards the side closer to the driving wheel until L reaches the preset value; When L>1.8, the drive unit is controlled to drive the slider to move along the longitudinal direction of the longitudinal beam away from the drive wheel until L reaches the preset value.

9. A vehicle, characterized in that, Includes the saddle base plate as described in any one of claims 1-5.

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