All-terrain vehicle and remote control steering method

Abstract

The embodiment of the invention discloses an all-terrain vehicle and a remote control steering method. The all-terrain vehicle comprises a plurality of wheels; the steering machine comprises a steering input part and a steering output part, the steering output part is connected with at least part of the wheels, and the steering output part is used for driving the wheels connected to the steering output part to steer when responding to rotation of the steering input part; an output shaft of the steering driving assembly is connected with the steering input part, and the steering driving assembly is used for driving the steering output part to rotate; the all-terrain vehicle further comprises a vehicle control unit which is in communication interaction with remote control equipment and used for receiving steering remote control information of the remote control equipment and generating and outputting steering trigger information. And the steering controller is in communication interaction with the vehicle control unit and the steering driving assembly, and the steering controller is used for receiving the steering triggering information and triggering the steering driving assembly to work. According to the all-terrain vehicle and the remote control steering method provided by the invention, a worker can control the all-terrain vehicle to steer through the remote control equipment.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of all-terrain vehicles, and more particularly to an all-terrain vehicle and a remote control steering method. Background Art

[0002] ATVs are often used as a means of transportation in mountainous areas, muddy areas and other environments due to their superior off-road performance. At present, the change of the driving direction in an ATV needs to be achieved by the driver controlling the steering wheel, that is, the driver needs to be inside the ATV to control the driving direction of the ATV. When an ATV is driving and transporting materials in a dangerous environment (such as a fire scene, steep mountain roads, etc.), the driver needs to be inside the ATV to adjust the driving direction, resulting in the possibility that the driver's personal safety will be harmed due to the dangerous environment, that is, there is a defect of insufficient personnel safety. Summary of the invention

[0003] The embodiments of the present application provide an all-terrain vehicle and a steering braking method to solve the above-mentioned defects.

[0004] In the first aspect, the present application provides an all-terrain vehicle, comprising: a plurality of wheels; a steering gear, comprising a steering input part and a steering output part, the steering output part being connected to at least some of the wheels, the steering output part being used to drive the wheels connected to the steering output part to steer in response to the rotation of the steering input part; a steering drive assembly, the output shaft of the steering drive assembly being connected to the steering input part, the steering drive assembly being used to drive the steering output part to rotate; the all-terrain vehicle also comprises: a vehicle controller, communicating and interacting with a remote control device, the vehicle controller being used to receive steering remote control information from the remote control device, and generating and outputting steering trigger information; a steering controller, communicating and interacting with the vehicle controller and the steering drive assembly, the steering controller being used to receive steering trigger information, and triggering the steering drive assembly to operate.

[0005] In one possible implementation, the vehicle controller is used to output parking trigger information, and the all-terrain vehicle also includes: a parking mechanism, which is connected to at least one wheel and is used to limit the rotation of the wheel connected to the parking mechanism; a parking trigger mechanism, which includes a parking controller and a parking drive, the parking controller communicates and interacts with the vehicle controller, the parking drive is connected to the parking mechanism, and the parking controller is used to receive the parking trigger information and trigger the parking mechanism to work; wherein the parking mechanism includes a parking cable, at least one first abutment, and at least one second abutment, the first abutment is connected to at least one wheel; the second abutment is arranged corresponding to the first abutment, the second abutment is used to move to abut against the first abutment, so that the friction between the first abutment and the second abutment limits the rotation of the wheel, the parking cable is connected to the parking drive and at least one second abutment, the parking drive is used to drive the parking cable to move, so that the parking cable pulls the second abutment connected to the parking cable to move, so that the second abutment abuts against the corresponding first abutment.

[0006] In one possible implementation, the all-terrain vehicle also includes: an angle detector, which is connected to the output shaft and communicates with the steering controller, the angle detector is used to detect the angle of the output shaft and output steering detection information to the steering controller, the steering controller is used to determine the detection angle based on the steering detection information, and output the detection angle to the vehicle controller, the vehicle controller is used to output parking trigger information in response to the detection angle not corresponding to the steering trigger information; wherein the steering trigger information is used to indicate the difference between the target angle and the original angle of the output shaft, and the target angle is related to the steering remote control information.

[0007] In one possible implementation, at least some of the wheels are connected via a connecting shaft, at least one first abutment member is connected to the connecting shaft, and a second abutment member connected to the parking cable is arranged corresponding to the first abutment member connected to the connecting shaft and is used to abut against the first abutment member to limit the rotation of the connecting shaft.

[0008] In one possible implementation, the steering drive assembly also includes: a reduction gear group, including a drive input part and a drive output part, the drive output part is connected to the output shaft; a steering drive member, connected to the drive input part and communicating and interacting with the steering controller, and used to drive the reduction gear group to move in response to the steering controller being triggered, thereby causing the output shaft to rotate.

[0009] In a possible implementation, the all-terrain vehicle further includes: a communication device for communicating and interacting with the vehicle controller, the communication device being used for communicating and interacting with the remote control device to implement communication and interaction between the vehicle controller and the remote control device.

[0010] In a second aspect, the present application provides a remote control steering method, which is applied to an all-terrain vehicle, wherein the all-terrain vehicle communicates and interacts with a remote control device, and the all-terrain vehicle includes: a plurality of wheels; a steering machine, including a steering input part and a steering output part, wherein the steering output part is connected to at least some of the wheels, and the steering output part is used to drive the wheels connected to the steering output part to steer in response to the rotation of the steering input part; a steering drive assembly, wherein the output shaft of the steering drive assembly is connected to the steering input part, and the steering drive assembly is used to drive the steering output part to rotate; a steering controller, which communicates and interacts with the steering drive assembly, and the steering controller is used to trigger the steering drive assembly to rotate the output shaft; the remote control steering method includes: in response to receiving steering remote control information of the remote control device, obtaining a target angle according to the steering remote control information, wherein the target angle is a target value of the angle of the output shaft, and the steering remote control information corresponds to the duration, stroke, angle or input content of the braking operation performed on the remote control device; generating steering trigger information according to the target angle; and outputting the steering trigger information to the steering controller to rotate the output shaft.

[0011] In one possible implementation, the all-terrain vehicle also includes an angle detector, which is connected to the output shaft and is used to detect the angle of the output shaft. The remote control steering method includes: obtaining a detection angle through the angle detector; in response to the detection angle exceeding an angle range, outputting parking trigger information to trigger the all-terrain vehicle to stop driving.

[0012] In a possible implementation, the remote control steering method further includes: generating an angle interval according to an angle target value and a reference value, wherein an upper limit and / or a lower limit of the angle interval is a calculation result of the target angle and the reference value.

[0013] In a possible implementation, the remote control steering method further includes: in response to the detection angle exceeding the angle range, outputting a reminder message to the remote control device.

[0014] The all-terrain vehicle and remote control steering method provided by the present application are provided with a whole vehicle controller in the all-terrain vehicle, and the whole vehicle controller can trigger the steering trigger mechanism to work in response to the information output by the remote control device, so that the steering machine drives the steering of the all-terrain vehicle, and the staff can be located outside the all-terrain vehicle and control the steering of the all-terrain vehicle through the remote control device. The possibility of personnel being injured in dangerous environments can be reduced, and safety can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a first structural schematic diagram of an all-terrain vehicle according to an embodiment of the present application.

[0016] Figure 2 A system schematic diagram of an all-terrain vehicle according to an embodiment of the present application.

[0017] Figure 3This is a second structural schematic diagram of the all-terrain vehicle according to an embodiment of the present application.

[0018] Figure 4 This is a third structural schematic diagram of the all-terrain vehicle according to an embodiment of the present application.

[0019] Figure 5 This is a first flow chart of the remote control braking method according to an embodiment of the present application.

[0020] Figure 6 This is a second flow chart of the remote control braking method according to an embodiment of the present application.

[0021] Figure 7 This is a first flow chart of the remote control steering method according to an embodiment of the present application.

[0022] Figure 8 This is a second flow chart of the remote control steering method according to an embodiment of the present application. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0024] The term "and / or" in this application is a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The symbol " / " in this article indicates that the associated objects are in an or relationship, for example, A / B means A or B.

[0025] In the present application, the term "plurality" refers to two or more. In addition, it should be understood that in the description of the present application, the terms "first", "second", etc. are only used for the purpose of distinguishing descriptions, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying an order.

[0026] In the description of the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0027] See also Figure 1The present application provides an all-terrain vehicle 100. As a universal tool, the all-terrain vehicle 100 can be normally driven in many areas such as beaches, hillsides, and deserts.

[0028] It is understood that the ATV 100 may include a vehicle body (not shown), which may include a frame for carrying and connecting the ATV 100 and a shell of the ATV 100. In the embodiments of the present application, the composition of the vehicle body is not specifically limited.

[0029] like Figure 1 As shown, in the embodiment of the present application, the all-terrain vehicle 100 may include wheels 11, a brake mechanism 12 and a parking cable 13. There are multiple wheels 11, and the multiple wheels 11 are spaced apart on the vehicle body and rotatably connected to the vehicle body.

[0030] The brake mechanism 12 is fixedly mounted on the vehicle body. The brake mechanism 12 may include a brake fluid pipe 121, a brake fluid box 122, a piston member 123, a plurality of first abutting members 124, and a plurality of second abutting members 125. The brake fluid box 122 and the brake fluid pipe 121 are both used to contain brake fluid, and the brake fluid box 122 is in communication with the brake fluid pipe 121. The piston member 123 is at least partially contained in the brake fluid box 122, and the space occupied by the piston member 123 in the brake fluid box 122 is in communication with the space in the brake fluid box 122 for containing brake fluid. The piston member 123 can move relative to the brake fluid box 122. The plurality of first abutting members 124 are arranged in a one-to-one correspondence with at least part of the wheels 11, and the plurality of first abutting members 124 are respectively fixedly connected to the wheels 11 corresponding thereto. The plurality of second abutting members 125 are connected to the vehicle body in a relatively rotatable or relatively movable manner. The plurality of second abutting members 125 are respectively arranged in a one-to-one correspondence with the plurality of first abutting members 124. Each second abutment member 125 is spaced apart from the first abutment member 124 corresponding to the second abutment member 125. Part of each second abutment member 125 is accommodated at one end of the brake fluid pipe 121 away from the brake fluid box 122, and each second abutment member 125 can move relative to the brake fluid pipe 121.

[0031] The parking cable 13 is fixedly connected to at least one second abutment member 125. When the parking cable 13 moves, it can pull the second abutment member 125 connected to the parking cable 13 to move synchronously.

[0032] In the embodiments of the present application, there is no specific limitation on the methods of fixed installation and fixed connection. For example, the fixing methods may include, but are not limited to, welding, screwing, bonding, snap-fitting, and riveting.

[0033] It is understood that the rotatable connection can be achieved by a rotating connection member, which is a connection method that allows the two components to rotate relative to each other. In the embodiments of the present application, the type of the rotating connection member is not specifically limited. For example, the rotating connection member can be, but is not limited to, a bearing, a rotating shaft, or a hinge.

[0034] It is understood that the movable connection can be achieved by a displacement connection member, so that the two components can be connected in a manner of being close to or away from each other. In the embodiments of the present application, the type of the displacement connection member is not specifically limited. For example, the displacement connection member can be, but is not limited to, a slide rail, etc.

[0035] In the embodiment of the present application, the number of wheels 11 is not specifically limited. For example, the number of wheels 11 may be, but is not limited to, 4. For example, two wheels 11 are arranged on each of the two opposite sides in the first direction, and the wheels 11 on the two sides located on the same side in the first direction are arranged at intervals in the second direction. It can be understood that Figure 1 What may be shown is a portion of a wheel 11 of an all-terrain vehicle 100 .

[0036] It can be understood that the first direction and the second direction can be two staggered directions. In the embodiments of the present application, the first direction and the second direction are not specifically limited. For example, the first direction can be the body length direction of the all-terrain vehicle 100, that is, the direction in which the front and rear of the all-terrain vehicle 100 are opposite to each other; the second direction can be the body width direction of the all-terrain vehicle 100, that is, the direction in which the two doors of the all-terrain vehicle 100 are opposite to each other.

[0037] It can be understood that the brake fluid pipe 121, the brake fluid box 122, the piston member 123 and the plurality of second abutting members 125 can cooperate to form a sealed channel, and the sealed channel is used to contain the brake fluid, a part of the piston member 123 and a part of each second abutting member 125. Since the space in the sealed channel is limited, the movement of the piston member 123 can drive the movement of the second abutting member 125.

[0038] It can be understood that the second abutment member 125 may include an abutment portion 1251 and a piston portion 1252. The abutment portion 1251 is fixedly connected to the piston portion 1252. The piston portion 1252 may be accommodated in the brake fluid pipe 121, and may extend into or extend out of the brake fluid pipe 121. The abutment portion 1251 is spaced apart from the first abutment member 124. The brake fluid may push the piston portion 1252 to extend out of the brake fluid pipe 121 by the hydraulic force, and the abutment portion 1251 may abut against the first abutment member 124 when the piston portion 1252 extends out of the brake fluid pipe 121. The piston portion 1252 may extend into the brake fluid pipe 121 under the action of the negative pressure in the brake fluid pipe 121 and the external atmospheric pressure, and the abutment portion 1251 may be separated from the first abutment member 124 when the piston portion 1252 extends into the brake fluid pipe 121.

[0039] Exemplarily, when the piston member 123 moves in a positive direction, the space occupied by the piston member 123 in the brake fluid box 122 can be increased, thereby pushing part of the brake fluid originally located in the brake fluid box 122 into the brake fluid pipe 121. When the brake fluid in the brake fluid pipe 121 increases, the hydraulic pressure of the brake fluid on the second abutment member 125 increases, and the hydraulic pressure of the brake fluid drives the part of the second abutment member 125 originally located in the brake fluid pipe 121 to at least partially move out of the brake fluid pipe 121, so that the second abutment member 125 approaches and abuts against the first abutment member 124 corresponding to the second abutment member 125. After the second abutment member 125 abuts against the first abutment member 124, the friction between the second abutment member 125 and the first abutment member 124 can limit the rotation of the first abutment member 124, thereby limiting the rotation of the wheel 11 corresponding to the first abutment member 124.

[0040] It can be understood that when the brake mechanism 12 is working, the first abutment member 124 abuts against the second abutment member 125 , so that the all-terrain vehicle 100 cannot travel, thereby achieving braking of the all-terrain vehicle 100 .

[0041] Exemplarily, when the piston member 123 moves in the opposite direction, the space occupied by the piston member 123 in the brake fluid box 122 can be reduced, thereby forming a negative pressure in the sealed channel. The negative pressure in the sealed channel and the external air pressure act on the second abutment member 125, which can drive part of the brake fluid originally located in the brake fluid pipe 121 to flow into the brake fluid box 122, and increase the depth of the second abutment member 125 entering the brake fluid pipe 121, thereby separating the second abutment member 125 from the first abutment member 124 corresponding to the second abutment member 125. After the second abutment member 125 is separated from the first abutment member 124, there is no friction between the first abutment member 124 and the second abutment member 125, so the wheel 11 can rotate under the drive of external force.

[0042] It can be understood that the positive direction and the reverse direction of the movement of the piston member 123 are two opposite linear directions. In the embodiment of the present application, the positive direction and the reverse direction of the movement of the piston member 123 are not specifically limited.

[0043] It can be understood that the first abutting member 124 and the second abutting member 125 can limit the rotation of the wheel 11 through the friction force generated by the abutment. The rotation of the wheel 11 refers to the rotation of the wheel 11 with its axis as the rotation center axis.

[0044] In the embodiment of the present application, there is no specific limitation on the type of the brake mechanism 12, nor on the structures of the first abutment 124 and the second abutment 125. For example, the brake mechanism 12 may be a butterfly brake mechanism 12, the first abutment 124 is a brake disc, and the second abutment 125 is a brake caliper. For another example, the brake mechanism 12 may be a drum brake mechanism 12, the first abutment 124 is a brake drum shell, and the second abutment 125 is a brake shoe.

[0045] In other embodiments, the brake mechanism 12 may further include an elastic member (not shown). The number of elastic members is greater than or equal to the number of second abutting members 125. At least one elastic member is connected between each second abutting member 125 and the vehicle body. When the piston member 123 moves in the positive direction so that the second abutting member 125 abuts against the first abutting member 124, the elastic member is deformed. When the piston member 123 moves in the reverse direction and the hydraulic pressure of the brake fluid on the second abutting member 125 is reduced, the second abutting member 125 can move to the initial position under the elastic force of the elastic member. In this way, the second abutting member 125 can be reset under the elastic force of the elastic member when the negative pressure in the sealing channel and the external air pressure are not sufficient to drive the second abutting member 125 to reset.

[0046] In the embodiments of the present application, the type of the elastic member is not specifically limited. For example, the elastic member may be, but is not limited to, a tension spring.

[0047] In this embodiment, the all-terrain vehicle 100 may include a parking mechanism, which may include a parking cable 13, at least one first abutment member 124, and at least one second abutment member 125. The first abutment member 124 in the parking mechanism may be the first abutment member 124 in the braking mechanism 12, that is, the parking mechanism and the braking mechanism 12 may share at least one first abutment member 124. The second abutment member 125 in the parking mechanism may be the second abutment member 125 in the braking mechanism 12, that is, the parking mechanism and the braking mechanism 12 may share at least one second abutment member 125.

[0048] In other embodiments, the first abutment 124 in the parking mechanism may be a first abutment 124 not included in the brake mechanism 12 , and the second abutment 125 in the parking mechanism may be a second abutment 125 not included in the brake mechanism 12 .

[0049] It can be understood that when the parking cable 13 moves, it can pull at least one second abutment member 125 to move. In this way, when there is no sufficient hydraulic pressure to drive the second abutment member 125 to move, the movement of the parking cable 13 can drive the second abutment member 125 connected to the parking cable 13 to approach the corresponding first abutment member 124, and make the first abutment member 124 abut against the second abutment member 125, thereby limiting the rotation of at least one wheel 11 and completing the parking of the all-terrain vehicle 100.

[0050] In the embodiment of the present application, there is no specific limitation on the number of the second abutment members 125 connected to the parking cable 13. Figure 1 As shown, the parking cable 13 can be connected to a second abutment 125. Exemplarily, the second abutment 125 corresponding to a rear wheel of the all-terrain vehicle 100 is connected to the parking cable 13.

[0051] It can be understood that the parking cable 13 is a bendable rope. Figure 1 The parking cable 13 shown is only used to indicate the connection relationship between the parking cable 13 and the second abutment member 125. In the embodiment of the present application, the shape of the parking cable 13 is not specifically limited.

[0052] In the embodiment of the present application, there is no specific limitation on the material of the parking cable 13. For example, the material of the parking cable 13 can be, but is not limited to, a steel alloy.

[0053] Please also read Figure 2 In this embodiment, the all-terrain vehicle 100 may further include a vehicle control unit (VCU) 14 , a brake trigger mechanism 15 and a parking trigger mechanism 16 .

[0054] The brake trigger mechanism 15 may include a brake controller 151 and a brake driver 152. The brake controller 151 communicates and interacts with the vehicle controller 14 and the brake driver 152. The brake controller 151 may trigger the brake driver 152 to operate. The driving end of the brake driver 152 is fixedly connected to the piston 123, and the brake driver 152 may drive the piston 123 to move linearly when it operates.

[0055] The parking trigger mechanism 16 may include a parking controller 161 and a parking drive 162. The parking controller 161 communicates and interacts with the vehicle controller 14 and the parking drive 162. The parking controller 161 may trigger the parking drive 162 to operate. The driving end of the parking drive 162 is fixedly connected to the parking cable 13, and the parking drive 162 may drive the parking cable 13 to move when it operates.

[0056] It can be understood that the vehicle controller 14 is the core controller for controlling the all-terrain vehicle 100. By connecting with the driving mechanism (such as a fuel engine or motor), the energy mechanism (such as fuel or battery), the brake trigger mechanism 15, the steering trigger mechanism 22 ( Figure 4 By communicating and interacting with mechanisms such as the vehicle controller 14, the vehicle controller 14 can control the travel speed and direction of the all-terrain vehicle 100.

[0057] In some embodiments, when the ATV 100 is started, the vehicle controller 14 may run a preset detection program to determine whether there are any faults in various components of the ATV 100. After determining that no faults exist in various components, that is, after determining that the ATV 100 is in normal condition, the vehicle controller 14 may control the travel speed and travel direction of the ATV 100 in response to the operator's operation or preset instructions.

[0058] It can be understood that the detection program run by the vehicle controller 14 can be a general program in the relevant field, and the embodiments of the present application will not go into details about it.

[0059] It is understood that the brake driver 152 can be an electronic device with a linear motion driving function. In the embodiment of the present application, there is no specific limitation on the type of the brake driver 152. For example, the brake driver 152 can be, but is not limited to, a linear motor.

[0060] It can be understood that the brake trigger mechanism 15 can drive the second abutment member 125 to move to achieve braking of the all-terrain vehicle 100. The principle of the brake trigger mechanism 15 driving the brake mechanism 12 to move can be the same or similar to the working principle of the electronic hydraulic brake system (Electronic Hydraulic Brake, EHB), and the embodiments of the present application will not be repeated here.

[0061] It is understood that the parking drive 162 can be an electronic device with linear movement, or an electronic device with a function of driving the parking cable 13 to reel. In the embodiment of the present application, there is no specific limitation on the type of the parking drive 162. For example, the brake drive 152 can be, but is not limited to, a linear motor, a reeling motor, etc.

[0062] It can be understood that the parking trigger mechanism 16 can drive part of the second abutment member 125 to move to achieve parking of the all-terrain vehicle 100. The principle of the parking trigger mechanism 16 driving the brake mechanism 12 to move can be the same or similar to the working principle of the electronic parking brake system (Electrical Park Brake, EPB), and the embodiments of the present application will not be repeated here.

[0063] like Figure 1 and Figure 2As shown, in one embodiment, the all-terrain vehicle 100 may further include a hydraulic detector 17. The hydraulic detector 17 communicates and interacts with the brake controller 151, and the hydraulic detector 17 is fixedly installed on the brake fluid pipe 121. The hydraulic detector 17 is used to detect the hydraulic pressure of the brake fluid pipe 121. The hydraulic pressure of the brake fluid pipe 121 is the pressure or pressure applied by the brake fluid in the brake fluid pipe 121 to the pipe wall of the brake fluid pipe 121 and the piston portion 1252 of the second abutment 125. Therefore, the hydraulic pressure detected by the hydraulic detection member is the same as or related to the hydraulic pressure received by the second abutment 125.

[0064] It can be understood that the hydraulic pressure detector 17 can achieve communication interaction with the vehicle controller 14 through the brake controller 151. The vehicle controller 14 can determine the hydraulic pressure of the brake fluid pipe 121 through the hydraulic pressure detector 17 and the brake controller 151.

[0065] It can be understood that the hydraulic detector 17 is an electronic device that converts a pressure signal into an electrical signal. In the embodiment of the present application, there is no specific limitation on the type of the hydraulic detector 17. For example, the hydraulic detector 17 can be, but is not limited to, a hydraulic sensor.

[0066] In the embodiment of the present application, the vehicle controller 14 can communicate and interact with a remote control device 200. The staff can remotely control the braking and parking of the all-terrain vehicle 100 by operating the remote control device 200.

[0067] It is understood that the remote control device 200 may be an electronic device having communication interaction functions, data processing functions, and human-computer interaction functions. In the embodiments of the present application, the type of the remote control device 200 is not specifically limited. For example, the remote control device 200 may be, but is not limited to, a remote controller, a smart phone, or a tablet computer.

[0068] Exemplarily, the remote control device 200 may be a remote controller equipped with a plurality of joysticks, one joystick is used to control the forward movement and braking of the ATV 100 , and one joystick is used to control the steering of the ATV 100 .

[0069] In the embodiments of the present application, the method for implementing communication interaction is not specifically limited. For example, communication interaction may be wired communication interaction implemented through a bus. For another example, communication interaction may be wireless communication interaction implemented through wireless communication technologies such as wireless local area network, Bluetooth, radio frequency identification (RFID), 3G, 4G and 5G.

[0070] In this embodiment, the ATV 100 may further include a communication device 18 . The communication device 18 establishes wired communication interaction with the vehicle controller 14 , and establishes wireless communication interaction with the remote control device 200 , thereby realizing communication interaction between the vehicle controller 14 and the remote control device 200 .

[0071] Exemplarily, the communication device 18 communicates and interacts with the vehicle controller 14 via a controller area network (CAN) bus, and communicates and interacts with the remote control device 200 via radio frequency identification technology.

[0072] Combine the following Figure 1 and Figure 2 , the working principle of the staff controlling the braking and parking of the all-terrain vehicle 100 through the remote control device 200 is introduced in detail.

[0073] It can be understood that the staff can control the remote control device 200 to make the remote control device 200 output the braking remote control information to the communication device 18. In this embodiment, after receiving the braking remote control information, the communication device 18 is used to transmit the braking remote control information to the vehicle controller 14. The vehicle controller 14 is used to generate braking trigger information according to the braking remote control information after receiving the braking remote control information. Among them, the content of the braking trigger information corresponds to the content of the braking remote control information, and the content of the braking remote control information corresponds to the braking operation performed by the staff.

[0074] The braking operation is an operation performed by the staff on the remote control device 200 when the staff needs to control the braking of the all-terrain vehicle 100. The change of the relevant data of the braking operation can change the content of the braking control information. In the embodiment of the present application, the relevant data of the braking operation is not specifically limited. For example, the relevant data of the braking operation may include, but is not limited to, the braking operation angle, travel, duration, and input content.

[0075] For example, the remote control device 200 may be a remote controller equipped with a joystick, and a joystick corresponds to the function of controlling the forward movement and braking of the all-terrain vehicle 100. The braking operation is to rotate the joystick in a preset direction, that is, the staff can control the braking of the all-terrain vehicle 100 by rotating the joystick in a preset direction. After the staff performs the braking operation, the braking remote control information generated by the remote control device 200 is used to indicate the angle of the braking operation, that is, to indicate the angle of rotation of the joystick in the preset direction.

[0076] Exemplarily, the remote control device 200 may be a remote controller equipped with a sliding key, and a sliding key corresponds to the function of controlling the forward movement and braking of the all-terrain vehicle 100. The braking operation is to move the sliding key in a preset direction, that is, the staff member moves the sliding key in the preset direction to control the braking of the all-terrain vehicle 100. After the staff member performs the braking operation, the braking remote control information generated by the remote control device 200 is used to indicate the travel of the braking operation, that is, to indicate the travel of the sliding key in the preset direction.

[0077] Exemplarily, the remote control device 200 may be configured with physical buttons or virtual buttons, and may be a remote control, a smart phone, or a tablet computer. One of the buttons corresponds to the braking function of the all-terrain vehicle 100. The braking operation is to continuously press the button, that is, the staff can control the braking of the all-terrain vehicle 100 by continuously pressing the button. After the staff performs the braking operation, the braking remote control information generated by the remote control device 200 is used to indicate the duration of the braking operation, that is, to indicate the duration of the button being pressed.

[0078] Exemplarily, the remote control device 200 may be configured with a data input function, and may be a smart phone or a tablet computer. The braking operation is a worker operating the remote control device 200 to input a command to the remote control device 200, and the command is used to indicate the braking of the all-terrain vehicle 100 and the target value of the fluid pressure in the brake fluid pipe 121. After the worker performs the braking operation, the braking remote control information generated by the remote control device 200 is used to indicate the braking of the all-terrain vehicle 100 and the target value of the fluid pressure in the brake fluid pipe 121.

[0079] In this embodiment, after the vehicle controller 14 receives the brake remote control information through the communication device 18, the vehicle controller 14 parses the brake remote control information to obtain the relevant data of the brake operation, and obtains the target hydraulic pressure according to the relevant data of the brake operation. The target hydraulic pressure is the value that the hydraulic pressure of the brake fluid pipe 121 needs to reach in order to achieve the braking effect corresponding to the brake remote control information. Different brake remote control information can correspond to different target hydraulic pressures.

[0080] The vehicle controller 14 can obtain the target hydraulic pressure according to the preset correspondence between the relevant data of the braking operation and the target hydraulic pressure. The preset correspondence between the relevant data of the braking operation and the target hydraulic pressure can be preset in a storage unit (not shown) of the vehicle controller 14 during the production process of the all-terrain vehicle 100.

[0081] In the embodiments of the present application, the content of the preset correspondence between the relevant data of the braking operation and the target hydraulic pressure is not specifically limited. For example, the preset correspondence between the relevant data of the braking operation and the target hydraulic pressure can be a preset first formula. Exemplarily, when the braking operation is to rotate a joystick of the remote control device 200, and the relevant data of the braking operation is the angle of the braking operation, the vehicle controller 14 can obtain the angle of the braking operation by parsing the braking remote control information, and calculate the angle according to the first formula, and the calculation result is the target hydraulic pressure.

[0082] For another example, the preset correspondence between the relevant data of the braking operation and the target pressure can be a preset coding table, in which target hydraulic pressures corresponding to multiple data intervals are recorded. For example, when the braking operation is to rotate a joystick of the remote control device 200, and the relevant data of the braking operation is the angle of the braking operation, the vehicle controller 14 can parse the braking remote control information to obtain the angle of the braking operation, and according to the data interval in which the angle is located in the coding table, the vehicle controller 14 can obtain the target hydraulic pressure corresponding to the data interval.

[0083] In this embodiment, after the vehicle controller 14 receives the brake remote control information through the communication device 18, the vehicle controller 14 is used to obtain the detection hydraulic pressure through the brake controller 151. The detection hydraulic pressure is the real-time hydraulic pressure of the brake fluid pipe 121 detected by the hydraulic pressure detector 17.

[0084] The hydraulic detector 17 generates hydraulic detection information after detecting the hydraulic pressure of the brake fluid pipe 121, and outputs the hydraulic detection information to the brake controller 151. The brake controller 151 is used to analyze the hydraulic detection information to obtain the detection hydraulic pressure, and output the detection hydraulic pressure to the vehicle controller 14.

[0085] In the embodiment of the present application, the manner in which the brake controller 151 analyzes the hydraulic detection information to obtain the detected hydraulic pressure is not specifically limited. For example, the analysis of the hydraulic detection information by the brake controller 151 may include digital-to-analog conversion of the hydraulic detection information. Exemplarily, the hydraulic detection information output by the hydraulic detector 17 to the brake controller 151 is analog information, and the brake controller 151 may perform digital-to-analog conversion on the hydraulic detection information to obtain a target hydraulic pressure, and the target hydraulic pressure is digital information.

[0086] In this embodiment, after obtaining the brake fluid pressure and the target fluid pressure, the vehicle controller 14 is used to generate brake triggering information according to the brake fluid pressure and the target fluid pressure.

[0087] It is understood that the vehicle controller 14 can generate brake trigger information according to the hydraulic pressure difference between the calculated brake fluid pressure and the target hydraulic pressure. The brake trigger information corresponds to the value by which the hydraulic pressure of the brake fluid pipe 121 needs to be increased or decreased, and corresponds to the distance that the piston member 123 needs to move.

[0088] In this embodiment, after generating the brake trigger information, the vehicle controller 14 is used to output the brake trigger information to the brake controller 151. After receiving the brake trigger information, the brake controller 151 is used to trigger the brake driver 152 to work according to the brake trigger information, and trigger the brake driver 152 to stop working after the brake driver 152 works for a period of time.

[0089] It can be understood that the working time of the brake driver 152 is related to the distance moved by the piston 123, and the distance moved by the piston 123 is related to the hydraulic pressure difference. After the brake controller 151 receives the brake trigger information, it can parse the brake trigger information to obtain the hydraulic pressure difference, and obtain the target value of the working time of the brake driver 152 according to the corresponding relationship between the hydraulic pressure difference and the working time of the brake driver 152, and trigger the brake driver 152 to work based on the target value of the working time of the brake driver 152, so as to move the piston 123. When the working time of the brake driver 152 reaches the target value of the working time obtained by the brake control device, the piston 123 stops moving. In the case that the brake fluid pipe 121 is not damaged, the movement of the piston 123 can make the hydraulic pressure of the brake fluid pipe 121 equal to the sum of the original hydraulic pressure and the hydraulic pressure difference, and the hydraulic pressure increases and acts on the second abutment 125, so that the second abutment 125 is close to the first abutment 124 and abuts against the first abutment 124.

[0090] Among them, the principle of the brake controller 151 obtaining the target value of the working time of the brake driver 152 based on the correspondence between the hydraulic pressure difference and the working time of the brake driver 152 may be the same or similar to the principle of the vehicle controller 14 obtaining the target hydraulic pressure based on the preset correspondence between the relevant data of the braking operation and the target hydraulic pressure, and the embodiments of the present application will not elaborate on this.

[0091] In this embodiment, after obtaining the target hydraulic pressure, the vehicle controller 14 is used to generate a hydraulic pressure interval based on the target hydraulic pressure and a preset hydraulic pressure reference value. When the hydraulic pressure of the brake fluid pipe 121 is equal to the sum or difference of the target hydraulic pressure and the hydraulic pressure reference value, the friction force between the second abutment 125 and the first abutment 124 can be nearly equal to the friction force between the second abutment 125 and the first abutment 124 when the hydraulic pressure of the brake fluid pipe 121 is equal to the target hydraulic pressure.

[0092] In the embodiments of the present application, there is no specific limitation on the method of generating the hydraulic pressure interval. For example, the vehicle controller 14 can use the target hydraulic pressure as the median, the difference between the target hydraulic pressure and the hydraulic pressure reference value as the lower limit, and the sum of the target hydraulic pressure and the hydraulic pressure reference value as the upper limit to generate the hydraulic pressure interval. The hydraulic pressure interval can be an open interval or a closed interval.

[0093] It can be understood that the hydraulic pressure reference value is a positive number. In the embodiment of the present application, the hydraulic pressure reference value is not specifically limited. For example, the hydraulic pressure reference value can be 1.

[0094] In this embodiment, after the brake driver 152 is triggered to stop working, the vehicle controller 14 is used to obtain the detection fluid pressure through the brake controller 151 again, and determine whether the obtained detection fluid pressure exceeds the fluid pressure range.

[0095] In the embodiment of the present application, there is no specific limitation on the manner in which the vehicle controller 14 determines whether the detected hydraulic pressure exceeds the hydraulic pressure interval. For example, the vehicle controller 14 may compare the detected hydraulic pressure with the upper and lower limits of the hydraulic pressure interval to determine whether the detected hydraulic pressure exceeds the hydraulic pressure interval.

[0096] Exemplarily, when the hydraulic pressure interval is an open interval, if the detected hydraulic pressure is less than the upper limit of the hydraulic pressure interval and greater than the lower limit of the hydraulic pressure interval, the detected hydraulic pressure is within the hydraulic pressure interval; otherwise, the detected hydraulic pressure exceeds the hydraulic pressure interval.

[0097] Exemplarily, when the hydraulic pressure interval is a closed interval, if the detected hydraulic pressure is greater than the upper limit of the hydraulic pressure interval or less than the lower limit of the hydraulic pressure interval, the detected hydraulic pressure exceeds the hydraulic pressure interval; otherwise, the detected hydraulic pressure is within the hydraulic pressure interval.

[0098] In this embodiment, in response to the detected hydraulic pressure exceeding the hydraulic pressure range, the vehicle controller 14 is used to output parking trigger information to the parking controller 161. The parking trigger information is used to instruct the parking controller 161 to trigger the parking drive 162 to work. After the parking controller 161 receives the parking drive 162, the parking controller 161 is used to trigger the parking drive 162 to work, so as to drive the parking cable 13 to move.

[0099] It is understood that when the ATV 100 is traveling in a dangerous environment (e.g., a fire scene, a steep mountain road, etc.), foreign objects in the environment may cause damage to the brake fluid pipe 121. For example, ground gravel may cut the brake fluid pipe 121 when the ATV 100 is traveling. For another example, when the ATV 100 is traveling over a ground with protrusions (e.g., stones, tree roots, etc.), the protrusions may squeeze the brake fluid pipe 121, causing the brake fluid pipe 121 to be blocked.

[0100] When the detected fluid pressure exceeds the fluid pressure range, the vehicle controller 14 can determine that the detected fluid pressure does not correspond to the brake trigger information output by the vehicle controller 14 to the brake controller 151. At this time, the brake fluid pipe 121 may be broken or blocked, the braking function of the all-terrain vehicle 100 may fail, the brake mechanism 12 cannot work according to the target fluid pressure to enable the all-terrain vehicle 100 to achieve the braking effect corresponding to the target fluid pressure, and the all-terrain vehicle 100 may slip or overturn. At this time, the movement of the parking cable 13 can park the all-terrain vehicle 100 to stay in place, and the staff or the robot controlled by the staff can go to the location where the all-terrain vehicle 100 is parked to inspect the all-terrain vehicle 100.

[0101] It can be understood that when the parking cable 13 moves in response to the driving of the parking drive 162, the second abutment member 125 connected to the parking cable 13 is pulled to move, so that the second abutment member 125 is close to the first abutment member 124 and abuts against the first abutment member 124, thereby achieving parking of the all-terrain vehicle 100.

[0102] It can be understood that after the parking controller 161 triggers the parking drive 162 to move the parking cable 13, after a preset parking time, the parking controller 161 can trigger the parking drive 162 to reset the parking cable 13. After the parking cable 13 is reset, the second abutment member 125 can be reset under the elastic force of the elastic member to release the parking of the all-terrain vehicle 100. The staff can find the all-terrain vehicle 100 within the preset parking time, and transport the faulty all-terrain vehicle 100 away by manpower or with the help of equipment after the parking time is over.

[0103] In the embodiment of the present application, the parking time is not specifically limited. For example, the parking time can be, but is not limited to, 5 minutes.

[0104] In the embodiment of the present application, the manner in which the parking driver 162 drives the parking cable 13 to move and reset is not specifically limited. For example, when the parking driver 162 has a self-locking function, the parking driver 162 drives the parking cable to move to a specified position and then stops working. During the parking time, the parking driver 162 limits the movement of the linear driver through the self-locking function; when the parking time is over, the parking controller 161 triggers the parking driver 162 to work, and the parking driver 162 drives the parking cable to move in the reverse direction to a specified position.

[0105] For another example, when the parking drive 162 does not have a self-locking function, the parking drive 162 continues to apply force to the parking cable 13 during the parking time, so that the parking cable 13 remains tensioned so that the second abutment 125 maintains abutment with the first abutment 124; when the parking time is over, the parking controller 161 triggers the parking drive 162 to stop working, and the second abutment 125 is driven to reset under the elastic force of the elastic member, and the parking cable 13 can be reset synchronously with the second abutment 125.

[0106] Thus, in the embodiment of the present application, when the all-terrain vehicle 100 is unmanned, the staff can control the braking and parking of the all-terrain vehicle 100 by operating the remote control device 200. The vehicle controller 14 can determine the target hydraulic pressure according to the relevant parameters of the braking operation performed by the staff, and trigger the brake trigger mechanism 15 to work according to the target hydraulic pressure. The brake trigger mechanism 15 triggers the movement of the brake mechanism 12 to achieve the braking of the all-terrain vehicle 100. The all-terrain vehicle 100 can achieve braking without a person driving in the vehicle body, reducing the possibility of the person in the vehicle being injured due to following the all-terrain vehicle 100 into a dangerous environment, thereby improving the safety of the personnel.

[0107] When the brake fluid pipe 121 of the all-terrain vehicle 100 is likely to be ruptured or blocked, the vehicle controller 14 can trigger the parking trigger mechanism 16 to work, and the parking trigger mechanism 16 drives the parking cable 13 to move to achieve the parking of the all-terrain vehicle 100, so that the all-terrain vehicle 100 stays in place, which can reduce the possibility of the all-terrain vehicle 100 being damaged due to slipping, rollover, etc., and increase the service life of the all-terrain vehicle 100.

[0108] In this embodiment, in response to the detection that the hydraulic pressure exceeds the hydraulic pressure range, the vehicle controller 14 is used to output a reminder message to the remote control device 200. The vehicle controller 14 can transmit the reminder message to the remote control device 200 through the communication device 18 by wireless communication.

[0109] It is understandable that after the remote control device 200 receives the reminder information, the remote control device 200 may perform a reminder action to remind the staff that the ATV 100 may have a fault.

[0110] In the embodiments of the present application, the type of reminder action is not specifically limited. For example, the reminder action may be to play a reminder audio through a loudspeaker (not shown) on the remote control device 200. For another example, the reminder action may be to generate vibration through a vibration motor (not shown) built into the remote control device 200. For another example, the reminder action may be to light up a reminder light on the remote control device 200.

[0111] It is understood that a positioning device (not shown) can be installed on the ATV 100. The positioning device can communicate and interact with the remote control device 200, and the positioning device can obtain the position information of the ATV 100 through a known positioning system. The remote control device 200 can obtain the position information from the positioning device, and the staff can determine the location of the ATV 100 by parsing the position information through the remote control device 200, and go to the location to find the ATV 100.

[0112] In some embodiments, the brake fluid box 122 is provided with a plurality of liquid outlets 1221, and the brake fluid pipe 121 includes a plurality of sub-liquid pipes 1211. The number of the liquid outlets 1221 is equal to the number of the sub-liquid pipes 1211. The plurality of sub-liquid pipes 1211 are respectively connected to the positions of the plurality of liquid outlets 1221 on the brake fluid box 122, and the plurality of sub-liquid pipes 1211 are respectively connected to the positions of the plurality of liquid outlets 1221 on the brake fluid box 122, and the plurality of sub-liquid pipes 1211 are respectively connected to the brake fluid box 122 through the plurality of liquid outlets 1221.

[0113] The number of the sub-liquid pipes 1211 may be equal to or less than the number of the second abutting members 125. The plurality of sub-liquid pipes 1211 may be connected to the plurality of second abutting members 125, respectively.

[0114] In the embodiment of the present application, there is no specific limitation on the number and shape of the sub-liquid pipes 1211. For example, the number of the sub-liquid pipes 1211 may be 2, one of which is used to connect with one or more second abutment members 125 corresponding to the front wheel of the all-terrain vehicle 100, and the other sub-liquid pipe 1211 is used to connect with one or more second abutment members 125 corresponding to the rear wheel of the all-terrain vehicle 100.

[0115] For example, Figure 1 As shown, the number of sub-liquid pipes 1211 is 2, one of which has three branches, one of which is connected to a liquid outlet 1221, and the other two branches are respectively connected to two second abutting members 125, which correspond to the two front wheels of the all-terrain vehicle 100. The three branches are fixedly connected and communicated through a three-way valve 1212. One end of the other sub-liquid pipe 1211 is connected to another liquid outlet 1221, and the other end is connected to a second abutting member 125, which corresponds to a rear wheel of the all-terrain vehicle 100.

[0116] It can be understood that the hydraulic detector 17 can be installed on one of the multiple sub-liquid pipes 1211 and used to detect the hydraulic pressure of the sub-liquid pipe 1211.

[0117] In other embodiments, the number of hydraulic pressure detectors 17 may be multiple, and the multiple hydraulic pressure detectors 17 may be respectively installed on multiple sub-liquid pipes 1211 and used to detect the hydraulic pressure of the multiple sub-liquid pipes 1211. In this way, the vehicle controller 14 may calculate the multiple hydraulic pressure values ​​obtained by the multiple hydraulic pressure detectors 17 to obtain the detected hydraulic pressure.

[0118] In the embodiment of the present application, there is no specific limitation on the way in which the vehicle controller 14 obtains the detection hydraulic pressure by calculating multiple hydraulic pressure values. For example, the vehicle controller 14 may take the average value of multiple hydraulic pressure values ​​as the detection hydraulic pressure.

[0119] See also Figure 2 and Figure 3 In some embodiments, at least some of the wheels 11 of the all-terrain vehicle 100 are fixedly connected to a connecting shaft 19. The axis of the wheel 11 connected to the connecting shaft 19 coincides with the axis of the connecting shaft 19. Among the plurality of first abutting members 124, at least one first abutting member 124 is fixedly connected to the connecting shaft 19, and is fixedly connected to the wheel 11 fixed to the connecting shaft 19 through the connecting shaft 19. And among the plurality of second abutting members 125, at least one second abutting member 125 is arranged corresponding to the first abutting member 124 fixed to the connecting shaft 19.

[0120] It can be understood that the number of the first abutment members 124 can be less than the number of the wheels 11. When there are multiple wheels 11 coaxially fixed through the connecting shaft 19, the first abutment member 124 and the second abutment member 125 can be arranged corresponding to the connecting shaft 19, and the rotation of the multiple wheels 11 connected to the connecting shaft 19 can be restricted by restricting the rotation of the connecting shaft 19.

[0121] In the embodiment of the present application, the number of wheels 11 connected to the connecting shaft 19 is not specifically limited. For example, the number of wheels 11 connected to the connecting shaft 19 is 2. Exemplarily, the number of wheels 11 of the all-terrain vehicle 100 is 4, of which two wheels 11 are front wheels and two wheels 11 are rear wheels. The two rear wheels are coaxially fixed to the connecting shaft 19.

[0122] In the embodiments of the present application, the shape of the connecting shaft 19 is not specifically limited. For example, the connecting shaft 19 can be a straight circular shaft. For another example, the connecting shaft 19 can include two split shafts (not shown) with overlapping axes, and the ends of the two split shafts facing each other are connecting ends, and the two connecting ends can achieve synchronous movement and connection through a transmission structure (not shown). Exemplarily, when the connecting shaft 19 is a two-split shaft, a bevel gear can be provided at the connecting end of the two split shafts, and the transmission structure can be meshed with the bevel gears of the two connecting ends at the same time, and connected to another bevel gear of the vehicle body.

[0123] It is understandable that the second abutment 125 corresponding to the connecting shaft 19 can be fixedly connected to the parking cable 13. In this way, the all-terrain vehicle 100 can park the all-terrain vehicle 100 by limiting the rotation of the connecting shaft 19 by the first abutment 124 and the second abutment 125.

[0124] See also Figure 2 and Figure 4 In some embodiments, the all-terrain vehicle 100 may further include a steering machine 21 and a steering trigger mechanism 22. The steering machine 21 includes a steering input portion 211 and a steering output portion 212, wherein the steering output portion 212 is rotationally connected to at least part of the wheels 11. The rotation of the steering input portion 211 can drive the steering output portion 212 to rotate and move, and the rotation and movement of the steering output portion 212 can drive the steering of the wheels 11 connected to the steering output portion 212.

[0125] The steering trigger mechanism 22 may include a steering drive assembly 221 and a steering controller 222. The steering drive assembly 221 is connected to the steering input portion 211 and is used to drive the steering input portion 211 to rotate. The steering controller 222 communicates and interacts with the steering drive assembly 221 and the vehicle controller 14. The steering controller 222 may trigger the movement of the steering drive assembly 221 in response to the triggering of the vehicle controller 14 to achieve the steering of the all-terrain vehicle 100.

[0126] It can be understood that the steering of the wheel 11 is the rotation of the wheel 11 along a rotation center axis intersecting with its axis. The steering of some wheels 11 of the all-terrain vehicle 100 can realize the steering of the all-terrain vehicle 100, thereby adjusting the direction of the all-terrain vehicle 100 during the driving process of the all-terrain vehicle 100.

[0127] In the embodiment of the present application, there is no specific limitation on the number and position of the wheels 11 connected to the steering output part 212. For example, the steering machine 21 includes two steering output parts 212, and the two steering output parts 212 are respectively connected to the two front wheels of the all-terrain vehicle 100.

[0128] It is understood that the steering gear 21 can be a general mechanical component in the relevant field, and the embodiments of the present application will not be repeated. Among them, the steering output part 212 of the steering gear 21 can be a connecting rod structure for connecting the wheel 11, and the steering input part 211 of the steering gear 21 can be a sleeve or a coupling for connecting an output shaft 2211.

[0129] In this embodiment, the steering drive assembly 221 may include an output shaft 2211, a reduction gear set 2212 and a steering drive 2213. The steering drive 2213 communicates and interacts with the steering controller 222. The reduction gear set 2212 may include a drive input portion (not shown) and a drive output portion (not shown). The driving end of the steering drive 2213 is fixedly connected to the drive input portion, and the rotation drive is used to drive the reduction gear set 2212 to rotate. The output shaft 2211 is fixedly connected to the drive output portion and is fixedly connected to the steering input portion 211. The rotation of the reduction gear set 2212 can drive the output shaft 2211 to rotate. The rotation of the output shaft 2211 can drive the steering input portion 211 to rotate synchronously.

[0130] It is understood that the steering drive 2213 can be an electronic device with a rotation driving function. In the embodiment of the present application, there is no specific limitation on the type of the steering drive 2213. For example, the steering drive 2213 can be, but is not limited to, a motor.

[0131] It can be understood that the drive input part and the drive output part can be two gears in the reduction gear set 2212. When the drive input part rotates, the other gears in the reduction gear set 2212 rotate synchronously, that is, the drive output part rotates synchronously with the drive input part.

[0132] It can be understood that the rotation center axis of the drive input part and the rotation center axis of the drive output part can coincide with or be parallel, and the embodiments of the present application are not limited to this.

[0133] It can be understood that the steering trigger mechanism 22 can drive the steering machine 21 to move to achieve the steering of the all-terrain vehicle 100. The principle of the steering trigger mechanism 22 driving the steering machine 21 to move can be the same as or similar to the working principle of the steering-by-wire system (SBW), and the embodiments of the present application will not be repeated here.

[0134] In some embodiments, the all-terrain vehicle 100 may further include an angle detector 23. The angle detector 23 is fixedly mounted on the output shaft 2211 and communicates with the steering controller 222. The angle detector 23 may detect the angle of the output shaft 2211 and output steering detection information to the steering controller 222.

[0135] It can be understood that the angle of the output shaft 2211 can be related to the steering angle of the all-terrain vehicle 100, that is, the rotation of the output shaft 2211 can affect the driving direction of the all-terrain vehicle 100. The output shaft 2211 has a reference state. When the output shaft 2211 is in the reference state, the angle of the output shaft 2211 is 0. When the output shaft 2211 rotates clockwise or counterclockwise based on the reference state, the angle of the output shaft 2211 is the angle that the output shaft 2211 has rotated compared to the reference state.

[0136] It can be understood that when the axial direction of the wheel 11 connected to the steering gear 21 on the all-terrain vehicle 100 is perpendicular to the length direction of the all-terrain vehicle 100 and is the same as the width direction of the all-terrain vehicle 100, the output shaft 2211 is in the reference state. When the output shaft 2211 maintains the reference state, the all-terrain vehicle 100 can travel in a straight line.

[0137] It can be understood that the angle detector 23 can achieve communication interaction with the vehicle controller 14 through the steering controller 222. The vehicle controller 14 can determine the angle of the output shaft 2211 through the angle detector 23 and the steering controller 222.

[0138] It can be understood that the angle detector 23 is an electronic device with a circumferential angle detection function. In the embodiment of the present application, there is no specific limitation on the type of the angle detector 23. For example, the angle detector 23 can be, but is not limited to, a steering angle sensor.

[0139] Combine the following Figure 4 The working principle of controlling the steering and parking of the all-terrain vehicle 100 by the staff through the remote control device 200 is introduced in detail.

[0140] It can be understood that the staff can control the remote control device 200 to make the remote control device 200 output the steering remote control information to the communication device 18. In this embodiment, after receiving the steering remote control information, the communication device 18 is used to transmit the steering remote control information to the vehicle controller 14. The vehicle controller 14 is used to generate steering trigger information according to the steering remote control information after receiving the steering remote control information. Among them, the content of the steering trigger information corresponds to the content of the steering remote control information, and the steering operation performed by the staff corresponds to the content of the steering remote control information.

[0141] The steering operation is an operation performed by the staff on the remote control device 200 when the staff needs to control the steering of the all-terrain vehicle 100. The change of the relevant data of the steering operation can change the content of the steering control information. In the embodiment of the present application, the relevant data of the steering operation is not specifically limited. For example, the relevant data of the steering operation may include, but is not limited to, the steering operation angle, travel, duration, and input content.

[0142] Exemplarily, the remote control device 200 may be a remote controller equipped with a joystick, and a joystick corresponds to the steering function of controlling the all-terrain vehicle 100. The steering operation is to rotate the joystick in a preset positive direction or reverse direction, that is, the staff can control the steering of the all-terrain vehicle 100 by rotating the joystick in a preset positive direction or reverse direction. After the staff performs the steering operation, the steering remote control information generated by the remote control device 200 is used to indicate the angle of the steering operation, that is, to indicate the angle of rotation of the joystick. Among them, the positive direction can be clockwise, and the reverse direction can be counterclockwise. When the joystick rotates in the clockwise direction, the angle indicated by the steering remote control information is a positive angle; when the joystick rotates in the counterclockwise direction, the angle indicated by the steering remote control information is a negative angle.

[0143] Exemplarily, the remote control device 200 may be a remote controller equipped with a sliding key, and a sliding key corresponds to the steering function of controlling the all-terrain vehicle 100. The steering operation is to move the sliding key in a preset positive direction or reverse direction, that is, the staff can control the steering of the all-terrain vehicle 100 by moving the sliding key in a preset positive direction or reverse direction. After the staff performs the steering operation, the steering remote control information generated by the remote control device 200 is used to indicate the stroke of the steering operation, that is, to indicate the stroke of the sliding key moving in the preset direction. Among them, the positive direction and the reverse direction may be two opposite straight line directions. When the sliding key moves in the positive direction, the stroke value indicated by the steering remote control information is a positive number; when the sliding key moves in the reverse direction, the stroke value indicated by the steering remote control information is a negative number.

[0144] Exemplarily, the remote control device 200 may be configured with physical buttons or virtual buttons, and may be a remote control, a smart phone, or a tablet computer. Two of the buttons correspond to the left turn function and the right turn function of the all-terrain vehicle 100, respectively. The steering operation is to continuously press a button, that is, the staff can control the steering of the all-terrain vehicle 100 by continuously pressing the button. After the staff performs the steering operation, the steering remote control information generated by the remote control device 200 is used to indicate the duration of the steering operation, that is, to indicate the duration of the button corresponding to the left turn function or the right turn function being pressed.

[0145] Exemplarily, the remote control device 200 may be configured with a data input function, and specifically may be a smart phone or a tablet computer. The steering operation is that the staff operates the remote control device 200 to input a command to the remote control device 200, and the command is used to indicate the steering direction and the target value of the steering angle of the all-terrain vehicle 100. After the staff performs the steering operation, the steering remote control information generated by the remote control device 200 is used to indicate the steering direction and the target value of the steering angle of the all-terrain vehicle 100.

[0146] In this embodiment, after the vehicle controller 14 receives the steering remote control information through the communication device 18, the vehicle controller 14 obtains the relevant data of the steering operation after the steering remote control information, and obtains the target angle according to the relevant data of the steering operation. The target angle is the target angle of the output shaft 2211 in order to achieve the steering effect corresponding to the steering remote control information. Different steering remote control information can correspond to different target angles.

[0147] The vehicle controller 14 can obtain the target hydraulic pressure according to the preset correspondence between the steering operation related data and the target angle. The preset correspondence between the steering operation related data and the target angle can be preset in the storage unit of the vehicle controller 14 during the production process of the all-terrain vehicle 100.

[0148] It can be understood that the principle by which the vehicle controller 14 obtains the target angle based on the corresponding relationship between the relevant data of the steering operation and the preset target angle may be the same or similar to the principle by which the vehicle controller 14 obtains the target hydraulic pressure based on the corresponding relationship between the relevant data of the braking operation and the preset target hydraulic pressure, and the embodiments of the present application will not elaborate on this.

[0149] In this embodiment, after the vehicle controller 14 receives the steering remote control information through the communication device 18, the vehicle controller 14 is used to obtain the detection angle through the steering controller 222. The detection angle is the angle of the output shaft 2211 detected by the angle detector 23.

[0150] The angle detector 23 generates angle detection information after detecting the angle of the output shaft 2211, and outputs the angle detection information to the steering controller 222. The steering controller 222 is used to analyze the angle detection information to obtain the detection angle, and output the detection angle to the vehicle controller 14.

[0151] It can be understood that the principle of the steering controller 222 parsing the angle detection information to obtain the detection angle is the same as or similar to the principle of the brake controller 151 parsing the hydraulic detection information to obtain the detection hydraulic pressure, and the embodiments of the present application are not limited to this.

[0152] In this embodiment, after obtaining the detection angle and the target angle, the vehicle controller 14 is used to generate steering trigger information according to the detection angle and the target angle.

[0153] It can be understood that the vehicle controller 14 can calculate the angle difference between the detection angle and the target angle, and generate steering trigger information according to the angle difference. The steering trigger information corresponds to the value that needs to be increased or decreased by the angle of the output shaft 2211, and corresponds to the angle that the output shaft 2211 needs to rotate. Among them, the angle difference can be a positive or negative value, and the positive and negative values ​​of the angle difference correspond to the direction of rotation of the output shaft 2211.

[0154] Exemplarily, when the value of the angle difference is positive, the output shaft 2211 needs to rotate clockwise. When the value of the angle difference is negative, the output shaft 2211 needs to rotate counterclockwise.

[0155] In this embodiment, after generating the steering trigger information, the vehicle controller 14 is used to output the steering trigger information to the steering controller 222. After receiving the steering trigger information, the steering controller 222 is used to trigger the steering drive 2213 to work according to the steering trigger information, and trigger the steering drive 2213 to stop working after the steering drive 2213 has worked for a period of time.

[0156] It can be understood that the working time of the steering drive 2213 is related to the angle of rotation of the output shaft 2211, and the angle of rotation of the output shaft 2211 is related to the angle difference. After the steering controller 222 receives the steering trigger information, the steering trigger information can be parsed to obtain the angle difference, and the target value of the working time of the steering drive 2213 is obtained according to the corresponding relationship between the angle difference and the working time of the steering drive 2213, and then the steering drive 2213 is triggered to work based on the target value of the working time of the steering drive 2213, so that the output shaft 2211 rotates. When the working time of the steering drive 2213 reaches the target value of the working time obtained by the steering control device, the output shaft 2211 stops rotating. In the case where the output shaft 2211 and the reduction gear set 2212 are not damaged, the rotation of the steering shaft can make the angle of the steering shaft equal to the sum of the original angle and the angle difference.

[0157] Among them, the principle of the steering controller 222 obtaining the target value of the working time of the steering drive 2213 based on the correspondence between the angle difference and the working time of the steering drive 2213 may be the same or similar to the principle of the vehicle controller 14 obtaining the target angle based on the correspondence between the relevant data of the steering operation and the preset target angle, and the embodiments of the present application will not elaborate on this.

[0158] In this embodiment, after acquiring the target angle, the vehicle controller 14 is used to generate an angle interval based on the target angle and a preset angle reference value.

[0159] In the embodiments of the present application, there is no specific limitation on the method of generating the angle interval. For example, the vehicle controller 14 can use the target angle as the median, the difference between the target angle and the angle reference value as the lower limit, and the sum of the target angle and the angle reference value as the upper limit to generate the angle interval. The angle interval can be an open interval or a closed interval.

[0160] It can be understood that the angle reference value is a positive number. In the embodiments of the present application, the angle reference value is not specifically limited. For example, the angle reference value may be 5.

[0161] In this embodiment, after controlling the steering drive 2213 to stop working, the vehicle controller 14 is used to obtain the detection angle through the steering controller 222 again, and determine whether the obtained detection angle exceeds the angle range.

[0162] In the embodiment of the present application, there is no specific limitation on the manner in which the vehicle controller 14 determines whether the detection angle exceeds the angle range. For example, the vehicle controller 14 may compare the detection angle with the upper and lower limits of the angle range to determine whether the detection angle exceeds the angle range.

[0163] Exemplarily, when the angle interval is an open interval, if the detection angle is less than the upper limit of the angle interval and greater than the lower limit of the angle interval, the detection angle is within the angle interval; otherwise, the detection angle exceeds the angle interval.

[0164] Exemplarily, when the angle interval is a closed interval, if the detection angle is greater than the upper limit of the angle interval or less than the lower limit of the angle interval, the detection angle exceeds the angle interval; otherwise, the detection angle is within the angle interval.

[0165] In this embodiment, in response to the detection angle exceeding the angle range, the vehicle controller 14 is used to output parking trigger information to the parking controller 161. The parking trigger information is used to instruct the parking controller 161 to trigger the parking drive 162 to work. After the parking controller 161 receives the parking drive 162, the parking controller 161 is used to trigger the parking drive 162 to work, so as to drive the parking cable 13 to move.

[0166] It is understandable that when the all-terrain vehicle 100 is driven for a long time or is located in a dangerous environment, the bumps or collisions of the all-terrain vehicle 100 may cause damage to the steering drive assembly 221. When the detection angle exceeds the angle range, the vehicle controller 14 can determine that the detection angle does not correspond to the steering trigger information output by the vehicle controller 14 to the steering controller 222. At this time, there is a possibility that the steering drive assembly 221 is damaged, the steering function of the all-terrain vehicle 100 is faulty, the steering machine 21 cannot work according to the target angle so that the all-terrain vehicle 100 can achieve the steering effect corresponding to the target angle, and if the all-terrain vehicle 100 continues to drive, there is a possibility of overturning. At this time, the movement of the parking cable 13 can make the all-terrain vehicle 100 park to stay in place, and the staff or the robot controlled by the staff can go to the location where the all-terrain vehicle 100 is parked to inspect the all-terrain vehicle 100.

[0167] It is understood that when the all-terrain vehicle 100 is parked due to the possibility of damage to the steering drive assembly 221, the all-terrain vehicle 100 can be released from the parking state after the parking time. The principle of releasing the parking state of the all-terrain vehicle 100 after the parking time can be referred to in Figure 1And the related description will not be repeated here.

[0168] Thus, in the embodiment of the present application, when the all-terrain vehicle 100 is unmanned, the staff can control the steering of the all-terrain vehicle 100 by operating the remote control device 200. The vehicle controller 14 can determine the target angle according to the relevant parameters of the steering operation performed by the staff, and trigger the steering trigger mechanism 22 to work according to the target angle, and the steering trigger mechanism 22 triggers the steering machine 21 to move to realize the steering of the all-terrain vehicle 100. The all-terrain vehicle 100 can realize steering without a person driving in the vehicle body, reducing the possibility of the person in the vehicle being injured due to following the all-terrain vehicle 100 into a dangerous environment, thereby improving the safety of the personnel.

[0169] When the steering drive assembly 221 of the all-terrain vehicle 100 is likely to be damaged, the vehicle controller 14 can trigger the parking trigger mechanism 16 to work, and the parking trigger mechanism 16 drives the parking cable 13 to move to achieve the parking of the all-terrain vehicle 100, so that the all-terrain vehicle 100 stays in place, which can reduce the possibility of the all-terrain vehicle 100 being damaged due to slipping, rollover, etc., and increase the service life of the all-terrain vehicle 100.

[0170] In some embodiments, a communication unit (not shown) may be integrated in the vehicle controller 14, and the communication unit may realize direct wireless communication interaction with the remote control device 200. Figures 1 to 3 The communication device 18 in the illustrated embodiment may be omitted.

[0171] See also Figure 5 , Figure 5 A remote control braking method provided by an embodiment of the present application is shown. The remote control braking method can be applied to the all-terrain vehicle 100 described in any of the above embodiments, and the vehicle controller 14 of the all-terrain vehicle 100 responds to the all-terrain vehicle 100 being in normal condition and receiving the brake remote control information, and executes the following steps: Figure 5 The remote control braking method shown in the figure. Figure 5 As shown, the remote control braking method includes steps S51 to S53:

[0172] Step S51: Obtain target hydraulic pressure according to brake remote control information.

[0173] The principle of the vehicle controller 14 obtaining the target hydraulic pressure according to the brake remote control information can be referred to in Figures 1 to 3 And the related description will not be repeated here.

[0174] Step S52: Generate brake trigger information according to the target hydraulic pressure.

[0175] The principle of the vehicle controller 14 generating the brake trigger information according to the target hydraulic pressure can be referred to in Figures 1 to 3And the related description will not be repeated here.

[0176] Step S53: Output the braking trigger information to the braking controller 151.

[0177] It can be understood that after receiving the brake trigger information, the brake controller 151 can trigger the brake driver 152 to work according to the brake trigger information to drive the piston member 123 to move, so that the multiple second abutment members 125 abut against the multiple first abutment members 124 to achieve braking of the all-terrain vehicle 100.

[0178] The principle of the brake controller 151 triggering the brake driver 152 to work according to the brake trigger information can be referred to in Figures 1 to 3 And the related description will not be repeated here.

[0179] See also Figure 6 , Figure 6 FIG. 2 shows a remote control braking method provided by another embodiment of the present application. Figure 6 The remote control braking method shown may include steps S61 to S69. Figure 5 The step S51 in is the same or similar to the step S64 and the step S65. Figure 5 Step S52 and step S53 in are the same or similar, and will not be described in detail here. Figure 5 compared to, Figure 6 The remote control braking method further includes steps S62, S63, S66 to S69. In the embodiment of the present application, the execution time of step S62 and step S63 is not limited. For example, step S62 and step S63 can be executed at any time after step S61 and before step S66, and step S69 can be executed at any time after step S67. Figure 6 As shown, the following takes the example of executing step S62 and step S63 after executing step S61, and executing step S69 after executing step S68, and describes steps S62, S63, S66 to S69 in detail.

[0180] Step S62: Acquire the detection hydraulic pressure through the hydraulic pressure detector 17.

[0181] It can be understood that the hydraulic pressure detector 17 generates hydraulic pressure detection information after detecting the hydraulic pressure of the brake fluid pipe 121, and the hydraulic pressure detector 17 can realize communication interaction with the vehicle controller 14 through the brake controller 151. The principle of the vehicle controller 14 obtaining the detection hydraulic pressure through the brake controller 151 can be referred to. Figures 1 to 3 And the related description will not be repeated here.

[0182] It can be understood that after obtaining the detection fluid pressure and the target fluid pressure, the vehicle controller 14 can generate brake trigger information according to the detection fluid pressure and the target fluid pressure, that is, execute step S64.

[0183] Step S63: Generate a hydraulic pressure interval according to the target hydraulic pressure and the hydraulic pressure reference value.

[0184] It can be understood that the upper limit and / or lower limit of the hydraulic pressure range can be the result of the calculation of the target hydraulic pressure and the hydraulic pressure reference value. Figures 1 to 3 And the related description will not be repeated here.

[0185] In other embodiments, step S62 and step S63 may also be executed after step S64 and before step S65, or after step S65 and before step S66.

[0186] In other embodiments, other steps may be performed between step S62 and step S63. For example, step S62 may be performed after step S61 and before step S64; step S63 may be performed after step S64 and before step S65.

[0187] In the embodiment of the present application, step S62 needs to be executed after step S61 and before step S63 , and step S63 needs to be executed before step S66 .

[0188] Step S66: Acquire the detection hydraulic pressure through the hydraulic pressure detector 17.

[0189] The principle of the vehicle controller 14 obtaining the detection hydraulic pressure through the brake controller 151 can be referred to in Figures 1 to 3 And the related description will not be repeated here.

[0190] Step S67: Determine whether the detected hydraulic pressure exceeds the hydraulic pressure range.

[0191] The principle of the vehicle controller 14 determining whether the detection hydraulic pressure exceeds the hydraulic pressure range by comparing the values ​​can be referred to in Figures 1 to 3 And the related description will not be repeated here.

[0192] It can be understood that after step S67 is executed, in response to the detected liquid pressure exceeding the liquid pressure range, steps S68 and S69 are executed. In response to the detected liquid pressure being within the liquid pressure range, the process ends.

[0193] It can be understood that when the detected hydraulic pressure is within the hydraulic pressure range, it can be determined that the all-terrain vehicle 100 can achieve a braking effect corresponding to the brake remote control information, and the brake mechanism 12 of the all-terrain vehicle 100 can work normally.

[0194] Step S68 : Output parking trigger information to the parking controller 161 .

[0195] It is understandable that after receiving the parking trigger information, the parking controller 161 can trigger the parking drive 162 to operate, so that the at least one second abutting member 125 abuts against the first abutting member 124 to achieve parking of the all-terrain vehicle 100 .

[0196] The principle of parking controller 161 for parking the all-terrain vehicle 100 can be found in Figures 1 to 3 And the related description will not be repeated here.

[0197] Step S69: outputting reminder information to the remote control device 200.

[0198] It is understood that after receiving the reminder information, the remote control device 200 can perform a reminder action to remind the staff that the all-terrain vehicle 100 may have a fault. The principle of the remote control device 200 performing the reminder action can be referred to in Figures 1 to 3 And the related description will not be repeated here.

[0199] It can be understood that step S69 can be executed before step S68 and after step S67, or after step S68, or synchronously with step S68 after step S67 is executed. The embodiments of the present application do not limit this.

[0200] The remote control braking method in the embodiment of the present application can be implemented by referring to Figures 1 to 3 The corresponding description of the embodiment of the all-terrain vehicle 100 shown. Figure 5 and Figure 6 The beneficial effects that can be achieved by the remote control braking method described in the foregoing description can be referred to the beneficial effects in the corresponding embodiments provided above, and will not be repeated here.

[0201] See also Figure 7 , Figure 7 A remote control steering method provided by an embodiment of the present application is shown. The remote control steering method can be applied to the all-terrain vehicle 100 described in any of the above embodiments, and the vehicle controller 14 of the all-terrain vehicle 100 responds to the all-terrain vehicle 100 being in normal condition and receiving the steering remote control information, and executes the following steps: Figure 7 The remote control steering method shown in FIG. Figure 7 As shown, the remote control steering method includes steps S71 to S73:

[0202] Step S71: Acquire the target angle according to the steering remote control information.

[0203] The principle of the vehicle controller 14 obtaining the target angle according to the steering remote control information can be referred to as Figure 2 , 4 And the related description will not be repeated here.

[0204] Step S72: Generate steering trigger information according to the target angle.

[0205] The principle of the vehicle controller 14 generating the steering trigger information according to the target angle can be referred to in Figure 2 , 4 And the related description will not be repeated here.

[0206] Step S73: Output the steering trigger information to the steering trigger mechanism 22.

[0207] It can be understood that after receiving the steering trigger information, the steering controller 222 can trigger the steering drive 2213 to work according to the steering trigger information, so as to drive the output shaft 2211 to rotate, thereby realizing the steering of the all-terrain vehicle 100.

[0208] The principle of the steering controller 222 triggering the steering drive 2213 to work according to the steering trigger information can be referred to in Figure 2 , 4 And the related description will not be repeated here.

[0209] See also Figure 8 , Figure 8 A remote control steering method provided by another embodiment of the present application is shown. Figure 8 The remote control steering method shown may include steps S81 to S89. Figure 7 The step S71 in is the same or similar to the step S84 and the step S85. Figure 7 Steps S72 and S73 in are respectively the same or similar, and steps S88 and S89 are respectively the same or similar. Figure 6 Step S68 and step S69 are the same or similar to those in the embodiment, and are not described in detail here. Figure 6 and Figure 7 compared to, Figure 8 The remote control steering method further includes steps S82, S83, S86 and S87. In the embodiment of the present application, the execution time of step S82 and step S83 is not limited. For example, step S82 and step S83 can be executed at any time after step S81 and before step S84. Figure 8 As shown, the following takes the execution of step S82 and step S83 after executing step S81 as an example to describe steps S82, S83, S86 and S87 in detail.

[0210] Step S82: Acquire the detection angle through the angle detector 23.

[0211] It can be understood that the angle detector 23 generates angle detection information after detecting the angle of the output shaft 2211, and the angle detector 23 can communicate and interact with the vehicle controller 14 through the steering controller 222. The principle of the vehicle controller 14 obtaining the detection angle through the steering controller 222 can be referred to. Figure 2 , 4 And the related description will not be repeated here.

[0212] It can be understood that after obtaining the detection angle and the target angle, the vehicle controller 14 can generate steering trigger information according to the detection angle and the target angle, that is, execute step S84.

[0213] Step S83: Generate an angle interval according to the target angle and the angle reference value.

[0214] It is understood that the upper limit and / or lower limit of the angle interval may be the result of calculation of the target angle and the angle reference value. Figure 2 , 4 And the related description will not be repeated here.

[0215] In other embodiments, step S82 and step S83 may also be executed after step S84 and before step S85, or after step S85 and before step S86.

[0216] In other embodiments, other steps may be performed between step S82 and step S83. For example, step S82 may be performed after step S81 and before step S84; step S83 may be performed after step S84 and before step S85.

[0217] In the embodiment of the present application, step S82 needs to be executed after step S81 and before step S83, and step S83 needs to be executed before step S86.

[0218] Step S86: Acquire the detection angle through the angle detector 23.

[0219] The principle of the vehicle controller 14 obtaining the detection angle through the steering controller 222 can be referred to in Figure 2 , 4 And the related description will not be repeated here.

[0220] Step S87: Determine whether the detection angle exceeds the angle range.

[0221] The principle of the vehicle controller 14 determining whether the detection angle exceeds the angle range by comparing the values ​​can be referred to in Figure 2 , 4 And the related description will not be repeated here.

[0222] It can be understood that after step S87 is executed, in response to the detection angle exceeding the angle interval, step S88 and step S89 are executed. In response to the detection angle being within the angle interval, the process ends.

[0223] In an embodiment of the present application, after the remote control braking method and the remote control steering method are completed and the process ends, the vehicle controller 14 can execute the remote control braking method or the remote control steering method in response to the next braking remote control information or steering remote control information output by the remote control device 200.

[0224] The remote control steering method in the embodiment of the present application can realize the corresponding reference Figure 2 , 4 The corresponding description of the embodiment of the all-terrain vehicle 100 shown. Figure 7 and Figure 8 The beneficial effects that can be achieved by the remote control steering method described in the foregoing description can be referred to the beneficial effects in the corresponding embodiments provided above, and will not be repeated here.

[0225] The embodiment of the present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement the remote control braking method and / or remote control steering method in the above-mentioned method embodiments.

[0226] The embodiment of the present application also provides a storage medium including computer instructions. When the computer instructions are executed on the all-terrain vehicle 100, the all-terrain vehicle 100 executes the remote control braking method and / or remote control steering method as described in the above embodiments.

[0227] Among them, the storage medium and computer program product provided in the embodiments of the present application are used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0228] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An all-terrain vehicle comprising: Multiple wheels; A steering machine, comprising a steering input part and a steering output part, wherein the steering output part is connected to at least part of the wheels, and the steering output part is used to drive the wheels connected to the steering output part to steer in response to the rotation of the steering input part; A steering drive assembly, wherein the output shaft of the steering drive assembly is connected to the steering input part, and the steering drive assembly is used to drive the steering output part to rotate; Characterized in that the all-terrain vehicle also includes: A vehicle controller, communicating and interacting with a remote control device, the vehicle controller is used to receive steering remote control information from the remote control device, and generate and output steering trigger information; A steering controller communicates and interacts with the vehicle controller and the steering drive component. The steering controller is used to receive the steering trigger information and trigger the steering drive component to operate.

2. The all-terrain vehicle according to claim 1, characterized in that: The vehicle controller is used to output parking trigger information, and the all-terrain vehicle also includes: a parking mechanism connected to at least one of the wheels and used to limit the rotation of the wheel connected to the parking mechanism; A parking trigger mechanism, comprising a parking controller and a parking drive, wherein the parking controller communicates and interacts with the vehicle controller, the parking drive is connected to the parking mechanism, and the parking controller is used to receive the parking trigger information and trigger the parking mechanism to work; In which, the parking mechanism includes a parking cable, at least one first abutment member, and at least one second abutment member, the first abutment member is connected to at least one of the wheels; the second abutment member is arranged corresponding to the first abutment member, and the second abutment member is used to move to abut against the first abutment member, so that the friction force between the first abutment member and the second abutment member limits the rotation of the wheel, the parking cable is connected to the parking drive member and at least one of the second abutment members, and the parking drive member is used to drive the parking cable to move, so that the parking cable pulls the second abutment member connected to the parking cable to move, so that the second abutment member abuts against the corresponding first abutment member.

3. The all-terrain vehicle according to claim 2, characterized in that: The all-terrain vehicle also includes: an angle detector connected to the output shaft and communicating with the steering controller, the angle detector being used to detect the angle of the output shaft and output steering detection information to the steering controller, the steering controller being used to determine a detection angle according to the steering detection information and output the detection angle to the vehicle controller, the vehicle controller being used to output the parking trigger information in response to the detection angle not corresponding to the steering trigger information; The steering trigger information is used to indicate the difference between the target angle and the original angle of the output shaft, and the target angle is related to the steering remote control information.

4. The all-terrain vehicle according to claim 2, characterized in that: At least some of the wheels are connected via a connecting shaft, at least one of the first abutment members is connected to the connecting shaft, the second abutment member connected to the parking cable is arranged corresponding to the first abutment member connected to the connecting shaft, and is used to abut against the first abutment member to limit the rotation of the connecting shaft.

5. The all-terrain vehicle according to claim 1, characterized in that: The steering drive assembly also includes: a reduction gear set, comprising a drive input portion and a drive output portion, wherein the drive output portion is connected to the output shaft; The steering drive is connected to the driving input part and communicates with the steering controller, and is used to drive the reduction gear set to move in response to the triggering of the steering controller, so as to rotate the output shaft.

6. The all-terrain vehicle according to claim 1, characterized in that: The all-terrain vehicle also includes: A communication device is used to communicate and interact with the vehicle controller, and the communication device is used to communicate and interact with the remote control device to achieve communication and interaction between the vehicle controller and the remote control device.

7. A remote control steering method, applied to an all-terrain vehicle, wherein the all-terrain vehicle communicates and interacts with a remote control device, and the all-terrain vehicle comprises: Multiple wheels; A steering machine, comprising a steering input part and a steering output part, wherein the steering output part is connected to at least part of the wheels, and the steering output part is used to drive the wheels connected to the steering output part to steer in response to the rotation of the steering input part; A steering drive assembly, wherein the output shaft of the steering drive assembly is connected to the steering input part, and the steering drive assembly is used to drive the steering output part to rotate; A steering controller, communicating and interacting with the steering drive assembly, the steering controller is used to trigger the steering drive assembly to operate and cause the output shaft to rotate; Characterized in that the remote control steering method comprises: In response to receiving the steering remote control information of the remote control device, acquiring a target angle according to the steering remote control information, wherein the target angle is a target value of the angle of the output shaft, and the steering remote control information corresponds to the duration, travel, angle or input content of the braking operation performed on the remote control device; generating steering trigger information according to the target angle; The steering trigger information is output to the steering controller to rotate the output shaft.

8. The remote control steering method according to claim 7, characterized in that: The all-terrain vehicle further comprises an angle detector, which is connected to the output shaft and is used to detect the angle of the output shaft. The remote control steering method comprises: Acquiring a detection angle by means of the angle detector; In response to the detection angle exceeding an angle interval, parking trigger information is output to trigger the all-terrain vehicle to stop traveling.

9. The remote control steering method according to claim 8, characterized in that: The remote control steering method also includes: The angle interval is generated according to the angle target value and a reference value, wherein an upper limit and / or a lower limit of the angle interval is a calculation result of the target angle and the reference value.

10. The remote control steering method according to claim 8, characterized in that: The remote control steering method also includes: In response to the detection angle exceeding the angle interval, outputting a reminder message to the remote control device.

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