Limiting method of articulated frame and vehicle

Abstract

The application discloses a limiting method of a hinged vehicle frame and a vehicle. When in use, firstly, a front frame is driven to rotate relative to a rear frame from an initial position to a preset limiting position, and current angle information of the front frame and current time length information corresponding to the current angle information are acquired in real time during the rotation; then, current rotation angle acceleration of the front frame is calculated according to the acquired current angle information and current time length information; next, a target deceleration mode of the front frame rotating from a preset braking position to the preset limiting position is determined according to the acquired current rotation angle acceleration; when the front frame rotates to the preset braking position, the front frame rotates to the preset limiting position at the target deceleration mode and stops at the preset limiting position. In the rotation process of the front frame, the movement speed of the front frame is controlled, and the impact damage of damping materials does not need to be considered, and the defect of short service life caused by the impact damage of the damping materials can be avoided.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a method for limiting the position of an articulated vehicle frame and a vehicle thereof. Background Technology

[0002] For construction machinery, many vehicles adopt a front and rear frame articulated structure, and the corresponding vehicle steering system is called an articulated steering system. Currently, most articulated steering systems are driven by hydraulic cylinders.

[0003] Articulated steering systems have steering limit positions on both the left and right sides. When the steering reaches the limit position, the front frame collides rigidly with the rear frame, which can cause some damage to the vehicle and the driver.

[0004] In related technologies, to prevent collisions between the front and rear frames, materials such as polyurethane or high-molecular-weight polyethylene are typically used as damping materials and fixed to the opposite side walls of the front and rear frames. This allows the damping components to absorb shocks when the front and rear frames collide during cornering. However, these damping components suffer from poor damping performance, cracking and deformation due to excessive impact force, and short service life. Summary of the Invention

[0005] The main objective of this invention is to provide a limiting method for an articulated frame and a vehicle, aiming to solve the technical problems in related technologies, such as poor shock absorption effect of shock absorbers, cracking and deformation damage caused by excessive impact force, and short service life of shock absorbers.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a method for limiting an articulated vehicle frame, the articulated vehicle frame comprising a front frame and a rear frame articulated together.

[0008] The limiting method for the articulated frame includes the following steps:

[0009] The front frame is driven to rotate relative to the rear frame from an initial position to a preset limit position; wherein, the preset limit position is the position where the front frame rotates to a position close to or abutting the rear frame, and the initial position is the position corresponding to the overlap of the central axis of the front frame and the central axis of the rear frame;

[0010] Obtain the current angle information and the corresponding current duration information of the front frame;

[0011] Based on the current angle information and the current duration information, calculate the current steering angle acceleration of the front frame;

[0012] Based on the current steering angle acceleration, the target deceleration mode of the front frame rotating from the preset braking position to the preset limit position is obtained; wherein, the preset braking position is located between the initial position and the preset limit position;

[0013] When the front frame rotates to the preset braking position, the front frame rotates towards the preset limit position in the target deceleration manner and stops at the preset limit position.

[0014] Optionally, the target deceleration method includes a first deceleration method and a second deceleration method. The first deceleration method is that the front frame decelerates by inertia, and the second deceleration method is that the front frame decelerates by deceleration motion. The deceleration acceleration of the second deceleration method is greater than the deceleration acceleration of the first deceleration method.

[0015] The step of rotating the front frame to the preset braking position and stopping at the preset limit position in the target deceleration manner when the front frame rotates to the preset braking position includes:

[0016] When the front frame rotates to the preset braking position, it is determined whether the rotation time is greater than the preset time.

[0017] When the rotation duration is less than the preset duration, the front frame is rotated toward the preset limit position in the first deceleration mode and stops at the preset limit position.

[0018] When the rotation duration exceeds the preset duration, the front frame is rotated toward the preset limit position in the second deceleration mode and stops at the preset limit position.

[0019] Optionally, the step of obtaining the target deceleration mode of the front frame rotating from the preset braking position to the preset limit position based on the current steering angle acceleration includes:

[0020] The rotation time of the front frame from the preset braking position to the preset limit position is obtained; wherein, the rotation time is the time it takes for the front frame to rotate from the preset braking position to the preset limit position with the current steering angle acceleration;

[0021] Based on the rotation duration, the target deceleration mode of the front frame is obtained.

[0022] Optionally, the step of rotating the front frame to the preset limit position and stopping at the preset limit position in the target deceleration manner when the front frame rotates to the preset braking position includes:

[0023] When the front frame rotates to the preset braking position, the front frame is rotated toward the preset limit position in a target deceleration manner until the shock absorber mounted on the front frame contacts the rear frame, or the front frame is rotated toward the preset limit position in a target deceleration manner until it contacts the shock absorber mounted on the rear frame.

[0024] The shock absorption and buffering of the shock-absorbing components bring the front frame to a stop at the preset limit position.

[0025] Based on the same technical concept, in a second aspect, the present invention proposes a vehicle including an articulated frame and a shock absorber. The articulated frame includes two frames articulated together, which are a front frame and a rear frame, respectively. The articulated frame adopts the limiting method of the articulated frame described in the first aspect. The shock absorber is installed on one of the frames and is used to dampen the other frame when the front frame stops at the preset limiting position.

[0026] Optionally, the shock absorption device includes:

[0027] A support, the support being connected to one of the vehicle frames, the support being provided with a mounting slot facing the other vehicle frame; and,

[0028] An elastic shock absorber is installed in the mounting groove, and the elastic shock absorber extends from the mounting groove to the other frame and out of the groove opening. The end of the elastic shock absorber extending out of the groove opening is an abutting end, which is used to abut against the other frame.

[0029] Optionally, the shock absorption device further includes a slide cylinder, which includes a cylinder body and a cylinder cover. The cylinder cover is disposed on the first end of the cylinder body and located outside the mounting groove. The second end of the cylinder body extends into the mounting groove and slides in cooperation with the side wall of the mounting groove. The abutting end abuts against the inner side of the cylinder cover.

[0030] Optionally, the support includes a sleeve portion, a connecting portion, and a limiting portion. The connecting portion is mounted on one of the vehicle frames and is formed by folding outward from one end of the sleeve portion. The limiting portion is formed by bending inward from the other end of the sleeve portion. The limiting portion surrounds the groove, and the sleeve portion forms the side wall of the mounting groove. The limiting portion is used to limit the second end of the cylinder within the mounting groove.

[0031] Optionally, the second end of the cylinder is bent outward to form a limiting edge, and the limiting part is used to abut against the limiting edge to limit the second end of the cylinder within the mounting groove.

[0032] Optionally, the articulated frame further includes an angle detection mechanism, the angle detection mechanism comprising:

[0033] Mounting bracket, which is connected to one of the vehicle frames;

[0034] A detection element, mounted on the mounting bracket, with its detection end facing the other frame, is used to detect the real-time angle of rotation of the front frame relative to the rear frame; and...

[0035] A positioning element, which is mounted on another of the vehicle frames, and a detection element is also used to detect the positioning element.

[0036] The above-described one or more technical solutions provided by this invention can have the following advantages or at least achieve the following technical effects:

[0037] This invention proposes a limiting method for an articulated vehicle frame and a corresponding vehicle. In use, the front frame is first driven to rotate relative to the rear frame from its initial position towards a preset limiting position. Simultaneously, during rotation, the current angle information of the front frame and the corresponding current duration information are acquired in real time. Then, based on the acquired current angle and duration information, the current steering angular acceleration of the front frame is calculated. Next, based on the acquired current steering angular acceleration, a target deceleration method for the front frame's rotation from a preset braking position to the preset limiting position is determined. When the front frame rotates to the preset braking position, it rotates towards the preset limiting position using the target deceleration method and stops at the preset limiting position, thus achieving the desired effect. During use, the system can determine the target deceleration method of the front frame from the preset braking position to the preset limit position (i.e., the position where the front frame is close to the rear frame or the position where the front frame is in contact with the rear frame) in advance based on the steering angle acceleration of the front frame relative to the rear frame during the turning process. At the same time, when the front frame moves to the preset braking position, it causes the front frame to rotate in the target deceleration method and stop at the preset limit position. During the rotation of the front frame, the movement speed of the front frame is controlled, avoiding or reducing the collision between the front frame and the rear frame during the rotation. When shock-absorbing components are installed on the front or rear frame, it can also reduce the impact of the collision on the shock-absorbing components and extend the service life of the shock-absorbing components. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a flowchart of a limiting method for an articulated frame according to an embodiment of the present invention;

[0040] Figure 2 for Figure 1 The flowchart of step S400 in the example is shown;

[0041] Figure 3 for Figure 1 The flowchart of step S500 in the example is shown below;

[0042] Figure 4 for Figure 1 Flowcharts of some specific embodiments illustrated in the examples;

[0043] Figure 5 This is a schematic diagram of the articulated frame structure of a vehicle in the prior art;

[0044] Figure 6 This is a schematic diagram of the articulated frame of a vehicle as an example of the present invention;

[0045] Figure 7 for Figure 6 A schematic diagram of the structure of the shock absorption device shown in the example;

[0046] Figure 8 for Figure 6 A schematic diagram of the angle detection mechanism in the example;

[0047] Figure 9 This is a diagram illustrating the positional relationship between the preset braking position and the preset limiting position in an example of the present invention.

[0048] Figure 10 This is a schematic diagram showing the time relationship between the preset braking position and the preset limit position.

[0049] Explanation of reference numerals in the attached figures:

[0050] 100 Articulated frame 110 front frame 200 shock absorption device 120 Rear frame 210 support 231 cylinder 220 Elastic damping components 232 cylinder lid 230 Slide 211 Sleeve section 233 Limiting edge 212 Connection part 400 Angle testing agency 213 Limiting part 410 Mounting bracket 430 Positioning components 420 Test pieces A Preset braking position B Preset limit position

[0051] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0053] It should be noted that in the embodiments of the present invention, all directional indications (such as up, down, left, right, front, back, etc.) are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0054] In this invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element. Furthermore, the meaning of "and / or" throughout the text includes three parallel options; for example, "A and / or B" includes option A, option B, or options where both A and B are satisfied.

[0055] In this invention, unless otherwise explicitly specified and limited, the terms "connection" and "fixed" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two elements or the interaction relationship between two elements.

[0056] In this invention, if there are descriptions involving "first," "second," etc., such descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features.

[0057] In this invention, the use of suffixes such as "module," "component," "part," "unit," or "unit" to denote elements is solely for the purpose of illustrative purposes and has no specific meaning in itself. Therefore, "module," "part," or "unit" can be used interchangeably.

[0058] For those skilled in the art, the specific meanings of the above terms in this invention can be understood according to the specific circumstances. Furthermore, the technical solutions of the various embodiments can be combined with each other; however, this is based on the premise that those skilled in the art can implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0059] The inventive concept of the present invention will be further explained below with reference to some specific embodiments.

[0060] Reference Figures 1 to 10 This invention proposes a limiting method for an articulated frame and a vehicle.

[0061] In one embodiment of the present invention, such as Figures 1 to 8 As shown, the limiting method of the articulated frame 100 includes a front frame 110 and a rear frame 120 that are articulated to each other.

[0062] The limiting method for the articulated frame 100 includes the following steps:

[0063] S100, drive the front frame 110 to rotate relative to the rear frame 120 from the initial position to the preset limit position B; wherein, the preset limit position B is the position where the front frame 110 rotates to a position close to or abutting the rear frame 120, and the initial position is the position corresponding to the overlap of the central axis of the front frame 110 and the central axis of the rear frame 120.

[0064] In this embodiment, when the front frame 110 rotates relative to the rear frame 120 from its initial position towards the preset limit position B, it can be driven by a drive mechanism (such as a hydraulic cylinder) connected between the front and rear frames 120, so that the front frame 110 can rotate towards the preset limit position B at a set speed during rotation. Specifically, when the front frame 110 is driven from the preset braking position A to the preset limit position B, the rotation speed of the front frame 110 can be controlled by controlling the drive power of the drive mechanism (such as a hydraulic cylinder).

[0065] It should be specifically and clearly stated that, in this embodiment, the preset limiting position B is the position where the front frame 110 is close to the rear frame 120 or the position where the front frame 110 and the rear frame 120 are in contact.

[0066] S200: Obtain the current angle information and the corresponding current duration information of the front frame 110.

[0067] In this embodiment, when acquiring the current angle information and corresponding current duration information of the front frame 110, an angle detection sensor installed on the front frame 110 or the rear frame 120 can be used to detect the angle of the front frame 110 relative to the rear frame 120 during rotation. At the same time, during detection, the angle detection sensor also needs to communicate with an external controller so that the external control device can directly read the time corresponding to each angle value measured by the angle sensor, thereby determining the rotation time of the front frame 110 from the initial position to that angle, and obtaining the current angle information and current duration information.

[0068] It should be specifically and clearly stated that, in this embodiment, the example angle sensor preferably adopts an angle sensor that is already maturely applied in the prior art. This embodiment does not improve or design its specific structure and working principle, so it will not be described in detail here.

[0069] S300. Calculate the current steering angle acceleration of the front frame 110 based on the current angle information and the current duration information.

[0070] In this embodiment, a loader formed by the combination of a front frame 110 and a rear frame 120 is used as an example to illustrate the method of obtaining the steering angular acceleration of the front frame 110 in this invention. The specific calculation process is as follows:

[0071] The controller records the relative angle value θi between the front and rear frames 120° in real time (i represents the sequence number 1, 2, 3...), and the corresponding real-time time point Ti, as shown in the table below:

[0072] Time point Ti T1 T2 T3 T4 T5 T6 …

[0073] ω1=(θ2-θ1) / (T2-T1);

[0074] ω2=(θ3-θ2) / (T3-T2);

[0075] ω3=(θ4-θ3) / (T4-T3);

[0076] ...;

[0077] That is, the average angular velocity from time T1 to T2 is ω1, the average angular velocity from time T2 to T3 is ω2, and so on; when the time interval is small enough, the average velocity of that time interval can be considered as the velocity at a certain moment.

[0078] Similarly, angular acceleration can also be calculated using the following formula:

[0079] a1 = (ω1 = angle addition) / (T3 - T1);

[0080] a2 = (ω2 = T1) / (T4 - T2);

[0081] ...;

[0082] Because the angular velocity sensors and controllers are already highly accurate, in practice, they are counted at a rate of over 100 times per second, which is sufficient to meet the requirements of articulated steering. It is assumed that control is initiated when the relative angle between the front and rear frames and the critical collision point differs by an angle δ. The value of δ is determined based on theoretical calculations and practical verification.

[0083] δ=ωt+a*t2 / 2;

[0084] That is, based on the current velocity and acceleration values, if the driving force remains constant, the time t to reach the limit position from angle δ can be calculated using the above formula. D .

[0085] Assuming the motor is turned off at this point, and steering is achieved by inertia, let the steering resistance be F. Z The turning mass is m Z Then the turning deceleration at this time is a. Z =F Z / m Z ,

[0086] Please see Figure 10 And according to formula (1), the time it takes for the body to rotate through an angle δ due to inertia can be calculated as tz.

[0087] Because, t Z >t D ,

[0088] Let t D -t Z =Δt,

[0089] Δt needs to be set in advance, and its size should be such that it does not affect the operating experience. In other words, it can greatly reduce the vibration caused by the impact, but without significantly prolonging the turning time.

[0090] If the calculated Δt value is too large, the motor speed is increased proportionally until the motor's rated speed is reached.

[0091] Since the loader's steering is driven by a hydraulic cylinder, at the current motor speed, assuming the motor speed is n, the area of ​​the hydraulic cylinder is S, the extension length of the hydraulic cylinder is L when the chassis rotates by an angle δ, the time required is ty, the displacement of the hydraulic pump is q, and the flow rate is Q. V η V For the volumetric efficiency of the hydraulic pump, then:

[0092] The flow rate output by the hydraulic pump within time t is:

[0093] Q V =q*n*ty*η V ;

[0094] The change in the volume of the hydraulic cylinder is Q.

[0095] Q = S * L;

[0096] Because, Q V =Q;

[0097] Therefore, q*n*ty*η V=S*L;

[0098] n=(S*L) / (q*t y *η V );

[0099] That is, the turning time is inversely proportional to the motor speed.

[0100] The above formula establishes a one-to-one correspondence between steering demand time and motor speed.

[0101] S400. Based on the current steering angle acceleration, obtain the target deceleration mode of the front frame 110 rotating from the preset braking position A to the preset limit position B; wherein, the preset braking position A is located between the initial position and the preset limit position B;

[0102] In this embodiment, after obtaining the current steering angle acceleration, the rotation time required for the front frame 110 to decelerate from the preset braking position A and stop at the preset limit position B can be calculated based on the obtained current steering angle acceleration and the arc length corresponding to the angle between the preset braking position A and the preset limit position B. After determining the rotation time, the relationship between the rotation time and the preset time is judged. When the rotation time is greater than the preset time, it indicates that the movement time of the front frame 110 from the preset braking position A to the preset limit position B is relatively short. If the rotation time is too long, it cannot be guaranteed that the front frame 110 will move from the preset braking position A to the preset limit position B efficiently. In this case, the front frame 110 needs to gradually decelerate under the driving action of the drive mechanism (such as a hydraulic cylinder) and eventually stop at the preset limit position B. If the rotation time is less than or equal to the preset time, it means that the front frame 110 can decelerate from the preset braking position A and stop at the preset limit position B without driving inertia. That is, the front frame 110 can decelerate and stop at the preset limit position B by relying on inertia. In this way, the rotation efficiency of the front frame 110 in rotating and stopping at the preset limit position B can be effectively guaranteed, and it can also be ensured that the front frame 110 will not collide with the rear frame 120 and be damaged when rotating to the preset limit position B.

[0103] It should be specifically and clearly stated that, in this embodiment, the preset braking position A is the braking position corresponding to when the front frame decelerates by inertia and stops at the preset limit position B.

[0104] S500. When the front frame 110 rotates to the preset braking position A, the front frame 110 rotates towards the preset limit position B in the target deceleration manner and stops at the preset limit position B.

[0105] In this embodiment, during use, the front frame 110 is first driven to rotate relative to the rear frame 120 from its initial position towards a preset limit position B. Simultaneously, during rotation, the current angle information of the front frame 110 and the corresponding current duration information are acquired in real time. Then, based on the acquired current angle and duration information, the current steering angular acceleration of the front frame 110 is calculated. Next, based on the acquired current steering angular acceleration, the target deceleration method for the front frame 110 rotating from a preset braking position A to a preset limit position B is determined. When the front frame 110 rotates to the preset braking position A, it rotates towards the preset limit position B using the target deceleration method and stops at the preset limit position B. This allows the invention to achieve a relative deceleration of the front frame 110 relative to the rear frame 120 during use. During the steering process, the target deceleration method of the front frame 110 from the preset braking position A to the preset limit position B (i.e., the position where the front frame 110 is close to the rear frame 120 or the position where the front frame 110 and the rear frame 120 are in contact) is determined in advance based on the steering angular acceleration of the front frame 110. At the same time, when the front frame 110 moves to the preset braking position A, the front frame 110 is made to rotate in the target deceleration method and stop at the preset limit position B. During the rotation of the front frame 110, the movement speed of the front frame 110 is controlled, avoiding the collision between the front frame 110 and the rear frame 120 during the rotation. Therefore, when the front frame 110 or the rear frame 120 is equipped with shock-absorbing components, it can also be ensured that the shock-absorbing components will not be damaged by impact, thus extending the service life of the shock-absorbing components.

[0106] In some specific embodiments, the target deceleration method includes a first deceleration method and a second deceleration method. The first deceleration method is that the front frame 110 decelerates by inertia, and the second deceleration method is that the front frame 110 decelerates by deceleration motion. The deceleration acceleration of the second deceleration method is greater than the deceleration acceleration of the first deceleration method.

[0107] Step S500 includes:

[0108] S510. When the front frame 110 rotates to the preset braking position A, determine whether the rotation time is greater than the preset time.

[0109] S520. When the rotation duration is less than the preset duration, the front frame 110 is rotated toward the preset limit position B in the first deceleration mode and stops at the preset limit position B.

[0110] S530. When the rotation duration is greater than the preset duration, the front frame 110 is rotated toward the preset limit position B in the second deceleration mode and stops at the preset limit position B.

[0111] In this embodiment, a method is adopted to determine whether the rotation time is greater than a preset time. When the rotation time is greater than the preset time, the front frame 110 is rotated to the preset limit position B in a second deceleration manner and stops at the preset limit position B. At the same time, when the rotation time is less than the preset time, the front frame 110 is rotated to the preset limit position B in a first deceleration manner and stops at the preset limit position B. This allows the invention to stop at the preset limit position B in actual use, avoiding collision with the rear frame 120, and also to adjust the rotation time of the front frame 110 from the preset braking position A to the preset limit position B, ensuring the rotation efficiency of the front frame 110 from the preset braking position A to the preset limit position B.

[0112] In some specific embodiments, step S400 includes:

[0113] S410. Obtain the rotation time of the front frame 110 from the preset braking position A to the preset limit position B; wherein, the rotation time is the time it takes for the front frame 110 to rotate from the preset braking position B to the preset limit position A with the current steering angle acceleration.

[0114] It should be specifically and clearly stated that, in this embodiment, the rotation duration is t as exemplified in the previous embodiments. D -t Z The specific calculation process for the obtained difference can be found in the previous examples regarding t. D and t Z The solution process will not be elaborated here.

[0115] S420. Based on the rotation duration, obtain the target deceleration mode of the front frame 110.

[0116] In this embodiment, by obtaining the target deceleration mode of the front frame 110 based on the rotation duration, the present invention can obtain the target deceleration mode of the front frame 110 based on the steering angle acceleration of the front frame 110 during use. This allows the present invention to use the steering angle acceleration of the front frame 110 as a control index during the rotation to the preset limit position B, thereby improving the control accuracy of the front frame 110 when it rotates to stop at the preset limit position B and reducing the risk of collision between the front frame 110 and the rear frame 120.

[0117] In some specific embodiments, after step S500, the method further includes:

[0118] S600. When the front frame 110 rotates to the preset braking position A, the front frame 110 is rotated to the preset limit position B in a target deceleration manner until the shock absorber installed on the front frame 110 contacts the rear frame 120, or the front frame 110 is rotated to the preset limit position B in a target deceleration manner until it contacts the shock absorber installed on the rear frame 120.

[0119] S700, The front frame 110 is stopped at the preset limit position B by the shock absorption and buffering of the shock absorption component.

[0120] In this embodiment, when the front frame 110 rotates to the preset limit position B, the front frame 110 rotates to the preset limit position B in a target deceleration manner until the shock-absorbing component on it contacts the rear frame 120 or rotates to contact the shock-absorbing component installed on the rear frame 120. Through the shock-absorbing buffer of the shock-absorbing component, the front frame 110 stops at the preset limit position B. This allows the invention to use the set shock-absorbing component to dampen the remaining power when the front frame 110 rotates to the preset limit position B, ultimately avoiding a collision between the front frame 110 and the rear frame 120, and ensuring the service life of the front frame 110 and the rear frame 120.

[0121] Based on the same technical concept, in a second aspect, the present invention proposes a vehicle including an articulated frame 100 and a shock absorber 200. The articulated frame 100 includes two frames articulated to each other, namely a front frame 110 and a rear frame 120. The articulated frame 100 adopts the limiting method of the articulated frame 100 in the previous embodiment. The shock absorber 200 is installed on one of the frames and is used to dampen the other frame when the front frame 110 stops at a preset limiting position B.

[0122] In this embodiment, by setting an articulated frame 100 and a shock absorber 200, the articulated frame 100 is configured to be formed by two frames hinged together. The shock absorber 200 is mounted on one of the frames, facing the other frame. This allows the front frame 110 to utilize the shock absorber 200 mounted on one of the frames to dampen shocks and prevent impact damage between the front frame 110 and the rear frame 120 when the front frame 110 rotates to the preset limit position B using the limiting method of the articulated frame 100 as described in the previous embodiment. Furthermore, by using the shock absorber 200 on one of the frames instead of the existing shock absorber blocks, impact damage to the shock absorber blocks is avoided, thus extending the service life of the shock absorber 200 while ensuring effective shock absorption.

[0123] In some specific embodiments, the shock absorber 200 includes a support 210 and an elastic shock absorber 220. The support 210 is connected to one of the vehicle frames and has a mounting groove with its opening facing the other vehicle frame. The elastic shock absorber 220 is installed in the mounting groove and extends from the mounting groove to the other vehicle frame to the outside of the groove. One end of the elastic shock absorber 220 extending out of the groove is an abutting end, which is used to abut against the other vehicle frame.

[0124] In this embodiment, by setting a support 210 and an elastic shock absorber 220, a mounting groove with the opening facing another frame is provided on the support 210, and the elastic shock absorber 220 extends from the mounting groove to the other frame and out of the groove. At the same time, the abutting end of the elastic shock absorber 220 is used to abut against the other frame, so that the elastic shock absorber 220 can extend and retract within the mounting groove to realize the function of shock absorption for the front frame 110.

[0125] It can be further emphasized that, in this embodiment, by using the provided elastic damping component 220 to dampen the front frame 110, the present invention does not require the separate setting of damping blocks during use. At the same time, since the elastic damping component 220 has damping and resetting functions during the damping process, the present invention can continuously dampen the front frame 110 during use, thereby improving the reusability of the elastic damping component 220.

[0126] In some specific embodiments, the shock absorption device 200 further includes a slide cylinder 230, which includes a cylinder body 231 and a cylinder cover 232. The cylinder cover 232 is disposed on the first end of the cylinder body 231 and located outside the mounting groove. The second end of the cylinder body 231 extends into the mounting groove and slides in cooperation with the side wall of the mounting groove. The abutting end abuts against the inner side of the cylinder cover 232.

[0127] In this embodiment, by setting a sliding cylinder 230, which consists of a cylinder body 231 and a cylinder cover 232, the first end of the cylinder body 231 is positioned outside the mounting groove, and its second end is inserted into the mounting groove and slides against the side wall of the mounting groove. The abutting end abuts against the inner side of the cylinder cover 232. This allows the invention to prevent the abutting end of the elastic shock absorber 220 from directly contacting another frame during use, thus avoiding impact damage to the elastic shock absorber 220 caused by direct contact and improving the service life of the elastic shock absorber 220. At the same time, due to the setting of the sliding cylinder 230, the elastic shock absorber 220 can also be guided and slid relative to the support 210 through the sliding cylinder 230 during shock absorption, avoiding the defect of the elastic shock absorber 220 sliding uncertainly in the mounting groove and affecting the shock absorption effect.

[0128] It should be specifically and clearly stated that the elastic damping element 220 exemplified in this embodiment is preferably a spring or a leaf spring.

[0129] In some specific embodiments, the support 210 includes a sleeve portion 211, a connecting portion 212, and a limiting portion 213. The connecting portion 212 is mounted on one of the vehicle frames and is formed by folding outward from one end of the sleeve portion. The limiting portion 213 is formed by bending inward from the other end of the sleeve portion 211. The limiting portion 213 forms a groove, and the sleeve portion 211 forms the side wall of the mounting groove. The limiting portion 213 is used to limit the second end of the cylinder 231 within the mounting groove.

[0130] In this embodiment, the support 210 is configured as a sleeve portion 211, a connecting portion 212, and a limiting portion 213, with the limiting portion 213 forming a groove. The limiting portion 213 is used to limit the second end of the cylinder 231 within the mounting groove, so that when the present invention is used, the second end of the cylinder 231 can be limited during the sliding process of the sliding cylinder 230 relative to the groove sidewall of the connecting portion 212 within the mounting groove, preventing it from sliding directly down and ensuring the compactness of the overall structure of the shock absorption device 200.

[0131] In some preferred embodiments, the second end of the cylinder 231 is bent outward to form a limiting edge 233, and the limiting part 213 is used to abut against the limiting edge 233 to limit the second end of the cylinder 231 within the mounting groove.

[0132] In this embodiment, the second end of the cylinder 231 is bent outward to form a limiting edge 233, and the limiting part 213 is used to abut against the limiting edge 233, which further improves the limiting effect of the limiting part 213 on the second end of the cylinder 231 and ensures the compactness of the shock absorption device 200 and the overall structure.

[0133] In some specific embodiments, the articulated frame 100 further includes an angle detection mechanism 400, which includes:

[0134] Mounting bracket 410, which is connected to one of the vehicle frames;

[0135] The detection element 420 is mounted on the mounting bracket 410, with its detection end facing the other frame. The detection element 420 is used to detect the real-time angle of the front frame 110 relative to the rear frame 120 during rotation; and...

[0136] Positioning component 430 is mounted on another frame, and detection component 420 is also used to detect positioning component 430.

[0137] In this embodiment, by setting up an angle detection mechanism 400 composed of a mounting bracket 410, a detection element 420, and a positioning element 430, the detection element 420 is used to measure the real-time angle of the front frame 110 relative to the rear frame 120 during rotation and the angle when it rotates to the preset limit position B. This allows the present invention to obtain the real-time angle of the front frame 110 relative to the rear frame 120 during the rotation process, and realizes the function of real-time detection of the rotation effect of the front frame 110 relative to the rear frame 120.

[0138] Finally, it should be noted that the sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above embodiments are only optional embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made under the inventive concept of the present invention using the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are all included within the patent protection scope of the present invention.

Claims

1. A method for limiting the position of an articulated vehicle frame, characterized in that, The articulated frame includes a front frame and a rear frame that are articulated to each other; The limiting method for the articulated frame includes the following steps: The front frame is driven to rotate relative to the rear frame from an initial position to a preset limit position; wherein, the preset limit position is the position where the front frame rotates to a position close to or abutting the rear frame, and the initial position is the position corresponding to the overlap of the central axis of the front frame and the central axis of the rear frame; Obtain the current angle information and the corresponding current duration information of the front frame; Based on the current angle information and the current duration information, calculate the current steering angle acceleration of the front frame; Based on the current steering angle acceleration, the target deceleration mode of the front frame rotating from the preset braking position to the preset limit position is obtained; wherein, the preset braking position is located between the initial position and the preset limit position; When the front frame rotates to the preset braking position, the front frame rotates towards the preset limit position in the target deceleration manner and stops at the preset limit position; The target deceleration method includes a first deceleration method and a second deceleration method. The first deceleration method is that the front frame decelerates by inertia, and the second deceleration method is that the front frame decelerates by deceleration motion. The deceleration acceleration of the second deceleration method is greater than the deceleration acceleration of the first deceleration method.

2. The limiting method for the articulated frame as described in claim 1, characterized in that, The step of rotating the front frame to the preset braking position and stopping at the preset limit position in the target deceleration manner when the front frame rotates to the preset braking position includes: When the front frame rotates to the preset braking position, it is determined whether the rotation time is greater than the preset time. When the rotation duration is less than the preset duration, the front frame is rotated toward the preset limit position in the first deceleration mode and stops at the preset limit position. When the rotation duration exceeds the preset duration, the front frame is rotated toward the preset limit position in the second deceleration mode and stops at the preset limit position.

3. The limiting method for the articulated frame as described in claim 1, characterized in that, The step of obtaining the target deceleration mode of the front frame rotating from the preset braking position to the preset limit position based on the current steering angle acceleration includes: The rotation time of the front frame from the preset braking position to the preset limit position is obtained; wherein, the rotation time is the time it takes for the front frame to rotate from the preset braking position to the preset limit position with the current steering angle acceleration; Based on the rotation duration, the target deceleration mode of the front frame is obtained.

4. The limiting method for the articulated frame as described in any one of claims 1 to 3, characterized in that, The step of rotating the front frame to the preset braking position and stopping at the preset limit position in the target deceleration manner when the front frame rotates to the preset braking position includes: When the front frame rotates to the preset braking position, the front frame is rotated toward the preset limit position in a target deceleration manner until the shock absorber mounted on the front frame contacts the rear frame, or the front frame is rotated toward the preset limit position in a target deceleration manner until it contacts the shock absorber mounted on the rear frame. The shock absorption and buffering of the shock-absorbing components bring the front frame to a stop at the preset limit position.

5. A vehicle, characterized in that, The vehicle includes an articulated frame (100) and a shock absorber (200). The articulated frame (100) comprises two frames articulated together, namely a front frame (110) and a rear frame (120). The articulated frame (100) employs the limiting method of the articulated frame as described in any one of claims 1 to 4. The shock absorber (200) is mounted on one of the frames and is used to dampen the other frame when the front frame (110) stops at the preset limiting position.

6. The vehicle as described in claim 5, characterized in that, The shock absorption device (200) includes: A support (210) is connected to one of the vehicle frames, the support (210) being provided with a mounting slot facing the other vehicle frame; and, An elastic damping member (220) is installed in the mounting groove, and the elastic damping member (220) extends from the mounting groove to the other frame to the outside of the groove. The end of the elastic damping member (220) extending out of the groove is an abutting end, which is used to abut against the other frame.

7. The vehicle as described in claim 6, characterized in that, The shock absorption device (200) further includes a slide cylinder (230), which includes a cylinder body (231) and a cylinder cover (232). The cylinder cover (232) is placed on the first end of the cylinder body (231) and located outside the mounting groove. The second end of the cylinder body (231) extends into the mounting groove and slides in cooperation with the side wall of the mounting groove. The abutting end abuts against the inner side of the cylinder cover (232).

8. The vehicle as described in claim 7, characterized in that, The support (210) includes a sleeve portion (211), a connecting portion (212), and a limiting portion (213). The connecting portion (212) is mounted on one of the vehicle frames and is formed by folding outward from one end of the sleeve portion. The limiting portion (213) is formed by bending inward from the other end of the sleeve portion (211). The limiting portion (213) surrounds the groove. The sleeve portion (211) forms the side wall of the mounting groove. The limiting portion (213) is used to limit the second end of the cylinder (231) within the mounting groove.

9. The vehicle as described in claim 8, characterized in that, The second end of the cylinder (231) is bent outward to form a limiting edge (233), and the limiting part (213) is used to abut against the limiting edge (233) to limit the second end of the cylinder (231) within the mounting groove.

10. The vehicle as claimed in any one of claims 5 to 9, characterized in that, The articulated frame (100) further includes an angle detection mechanism (400), which includes: Mounting bracket (410) is connected to one of the vehicle frames; A detection element (420) is mounted on the mounting bracket (410), with the detection end of the detection element (420) facing the other frame. The detection element (420) is used to detect the real-time angle of the front frame (110) relative to the rear frame (120) during rotation; and, A positioning element (430) is mounted on another of the vehicle frames, and a detection element (420) is also used to detect the positioning element (430).

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