Control method and controller of wheel-track composite chassis and wheel-track composite chassis

Abstract

The invention discloses a control method of a wheel-track composite chassis, a controller and the wheel-track composite chassis, and the control method comprises the steps: obtaining road surface information, the road surface information comprises whether there is an obstacle or not and the structural characteristics of the obstacle, and the structural characteristics of the obstacle at least comprise the size of the obstacle; judging whether the current road condition type is a common road condition or an obstacle road condition according to the road surface information; when no obstacle exists on the road surface or the size of the obstacle is smaller than or equal to a preset value, judging that the road condition is a common road condition, and switching to a tire driving mode; when the size of the road surface obstacle is larger than a preset value, the obstacle road condition is judged, and one of the following actions is executed based on the structural parameters of the chassis and the structural characteristics of the obstacle: when the size of the obstacle exceeds an obstacle crossing capability threshold value, an obstacle crossing path is planned, and the chassis is controlled to bypass or stop driving; and when the size of the obstacle is within the obstacle crossing capability range, switching to a track running mode, and selecting one track edge to be close to the ground or vertical to the ground.

Description

Technical Field

[0001] The present invention relates to the technical field of chassis, and particularly to a control method, a controller and a wheel-track composite chassis for a wheel-track composite chassis. Background Art

[0002] Traditional wheeled chassis have the ability to travel at high speeds, but their adhesion and obstacle-crossing capabilities are poor in complex road conditions; tracked chassis with stronger road condition adaptability generally have a slow driving speed and consume too much energy during long-distance driving. For the existing technology, the traditional wheel-track composite chassis mainly has the following problems: Swing-arm tracks generally cannot travel alone and cannot switch to multi-modal driving, lacking the ability to cooperate with tires for driving, which limits the comprehensive performance of the system in mixed terrains; it is difficult to balance the high speed and flexibility of wheeled vehicles and the high off-road performance of tracked vehicles. Summary of the Invention

[0003] In order to overcome the disadvantages and deficiencies in the existing technology, the purpose of the present invention is to provide a control method, a controller and a wheel-track composite chassis for a wheel-track composite chassis, which solve the limitations of traditional walking devices in complex scenarios and have the advantages of high-speed and efficient wheeled driving and large-load and high off-road performance of tracked driving.

[0004] The purpose of the present invention is achieved by the following technical solutions:

[0005] A control method for a wheel-track composite chassis, the wheel-track composite chassis includes a wheel-track composite driving system, the wheel-track composite driving system includes a walking device, the walking device includes a tire and a track module, the track module includes a track, and after the track is installed on the track module, it includes a plurality of unequal track edges connected in sequence; the control method includes:

[0006] Obtain road surface information, the road surface information includes whether there are obstacles and the structural characteristics of the obstacles, and the structural characteristics of the obstacles at least include the obstacle size; judge the current road condition type as a normal road condition or an obstacle road condition according to the road surface information;

[0007] When there are no obstacles on the road surface or the obstacle size is less than or equal to a preset value, it is judged as a normal road condition, switch to the tire driving mode, and control the driving power to be transmitted to the tire;

[0008] When the obstacle size on the road surface is greater than the preset value, it is judged as an obstacle road condition, and perform one of the following actions based on the structural parameters of the chassis and the structural characteristics of the obstacles:

[0009] When the obstacle size exceeds the obstacle-crossing ability threshold, plan a bypass path and control the chassis to bypass or stop driving;

[0010] When the size of the obstacle is within the obstacle-crossing ability range, switch to the crawler driving mode, select one crawler edge to be in contact with the ground or perpendicular to the ground, and control the driving power to be transmitted to the crawler module.

[0011] In one embodiment, the outer contour of the crawler after being mounted on the crawler module is an irregular quadrilateral, and the multiple unequal crawler edges are respectively a first straight edge, a second straight edge, a third straight edge, and a fourth straight edge;

[0012] The switching to the tire driving mode specifically includes: controlling the crawler module to swing until the first straight edge is parallel to the ground and the tire touches the ground;

[0013] The switching to the crawler driving mode specifically includes: controlling the crawler module to swing until the second straight edge is in contact with the ground or the third straight edge is in contact with the ground or the fourth straight edge is perpendicular to the ground, and the tire is suspended.

[0014] In one embodiment, the structural characteristics of the obstacle further include the obstacle type and the contour shape. The obstacle type is identified according to the contour shape, and the obstacle types include vertical obstacles, stair obstacles, and gully obstacles;

[0015] The step of when the size of the obstacle is within the obstacle-crossing ability range, switching to the crawler driving mode and selecting one crawler edge to be in contact with the ground or perpendicular to the ground specifically includes:

[0016] For a vertical obstacle, control the crawler module to swing until the fourth straight edge is perpendicular to the ground;

[0017] For a stair obstacle, control the crawler module to swing until the third straight edge contacts the stair obstacle;

[0018] For a gully obstacle, control the crawler module to swing until the third straight edge straddles the gully obstacle.

[0019] In one embodiment, at least two of the wheel-track composite driving systems are installed on the same side of the chassis, and the crawler module further includes a driving wheel for driving the crawler;

[0020] The size of the obstacle includes the height H of the vertical obstacle, and the judgment of the obstacle-crossing ability for the vertical obstacle includes:

[0021] Calculate the height H of the vertical obstacle. If the value range of H is: Then it is determined that the obstacle can be crossed;

[0022] Wherein, e is the wheelbase between two tires on the same side, h1 is the distance from the center of the driving wheel of the track module to the second straight edge, h2 is the distance from the center of the driving wheel of the track module to the third straight edge, l1 is the length of the second straight edge, l2 is the length of the third straight edge, α is the angle between the second straight edge and the third straight edge, and β is the angle between the second straight edge and the first straight edge.

[0023] In one embodiment, the obstacle size includes the step height h, and the determination of the obstacle-crossing ability for a stair obstacle includes:

[0024] Calculating the step height h of the stair obstacle, if the value range of h is:

[0025] h ≤ l2 + l1·cos(π - α), it is determined that the obstacle can be crossed;

[0026] Wherein, l1 is the length of the second straight edge, l2 is the length of the third straight edge, and α is the angle between the second straight edge and the third straight edge.

[0027] In one embodiment, at least two of the wheel-track composite driving systems are installed on the same side of the chassis, and the track module further includes a driving wheel for driving the track;

[0028] The obstacle size includes the maximum gully span W, and the determination of the obstacle-crossing ability for a gully obstacle includes:

[0029] Calculating the maximum gully span W of the gully obstacle, if the value range of W is:

[0030] W ≤ l1 + e + h1·cot(π - β), it is determined that the obstacle can be crossed;

[0031] Wherein, e is the wheelbase between two tires on the same side, h1 is the distance from the center of the driving wheel of the track module to the second straight edge, l1 is the length of the second straight edge, and β is the angle between the second straight edge and the first straight edge.

[0032] In one embodiment, the wheel-track composite driving system further includes a traveling driving device, the traveling driving device includes a main transmission shaft and a clutch, and the tire is installed on the main transmission shaft; the track module further includes a driving wheel for driving the track; the main transmission shaft passes through the driving wheel, and the driving wheel is installed on the main transmission shaft through the clutch;

[0033] Controlling the driving power to be transmitted to the tire specifically includes: controlling the clutch to be in a disengaged state so that the driving wheel is disconnected from the main transmission shaft;

[0034] Controlling the driving power to be transmitted to the track module specifically includes: controlling the clutch to be in an engaged state so that the driving wheel and the main transmission shaft are connected as a whole.

[0035] In one embodiment, the crawler module further includes two crawler side plates; the wheel-track composite driving system further includes the swing driving device, the swing driving device includes a first gear, a second gear, a first bearing group and a second bearing group, the first gear meshes with the second gear, the main drive shaft passes through the second gear, the first bearing group and the second bearing group, the second gear is fixedly connected to one of the crawler side plates through the first bearing group, and the second bearing group is fixedly connected to the other crawler side plate;

[0036] The control of the swing of the crawler module specifically includes: the swing driving device controls the rotation of the first gear, drives the rotation of the second gear, and then pushes the crawler side plate to swing around the main drive shaft through the first bearing group.

[0037] The present invention also provides a controller, including a memory and a processor, the memory is used to store a computer program, and the processor is used to execute the steps of the control method as described above when processing the computer program.

[0038] The present invention also provides a wheel-track composite chassis, including the controller as described above.

[0039] The beneficial effects of the present invention are as follows: it is judged whether the road surface is an ordinary road condition or an obstacle road condition by whether there are obstacles on the road surface or the size of the obstacles; when it is an ordinary road surface, the tire driving mode is adopted, with fast driving speed and low energy consumption; when it is an obstacle road condition, when the size of the obstacle exceeds the obstacle-crossing ability threshold, it is determined that the wheel-track composite driving system cannot directly pass through the obstacle, then a path around the obstacle is planned and the chassis is controlled to bypass or stop driving. When the size of the obstacle is within the range of the obstacle-crossing ability, the crawler driving mode is selected, and according to different complex terrains, one crawler side of the crawler module can be selected to be in contact with the ground or perpendicular to the ground; this embodiment realizes the unity of all-terrain passability, efficient power switching and intelligent obstacle-crossing ability, and solves the limitations of traditional walking devices in complex scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can also be obtained based on these drawings without creative efforts.

[0041] Figure 1 is a schematic structural diagram of the wheel-track composite driving system of the present invention;

[0042] Figure 2 is Figure 1Partial sectional view along the extension direction of the main drive shaft;

[0043] Figure 3 is the front view of the traveling device;

[0044] Figure 4a is the schematic diagram of the state of the track module in the tire driving mode;

[0045] Figure 4b is the schematic diagram of the state of the tire in the tire driving mode;

[0046] Figure 5 is the schematic diagram of the normal traveling attitude in the track driving mode;

[0047] Figure 6 is the schematic diagram of the attitude with a larger ground clearance in the track driving mode;

[0048] Figure 7 is the schematic diagram of the attitude with the maximum ground clearance in the track driving mode;

[0049] Figure 8 is the schematic diagram of the principle of traveling mode switching and traveling attitude transformation;

[0050] Figure 9 is the schematic diagram of the structure of the chassis of the present invention;

[0051] Figure 10 is the schematic diagram of the internal structure of the chassis;

[0052] Figure 11 is the schematic diagram of the structure of the auxiliary wheel module;

[0053] Figure 12a is a state diagram during the process of the chassis passing through a vertical obstacle;

[0054] Figure 12b is another state diagram during the process of the chassis passing through a vertical obstacle;

[0055] Figure 13 is the schematic diagram of the principle and process of the vertical obstacle crossing action;

[0056] Figure 14 is the schematic diagram of the principle and process of the stair climbing action;

[0057] Figure 15 is the schematic diagram of the principle and process of the ditch crossing action;

[0058] Figure 16 is the flow chart of two control modes of the chassis.

[0059] In the figure:

[0060] 10. Body module; 11. Frame; 12. Covering parts; 121. Fender; 122. Covering part top plate; 123. Covering part side plate; 124. Covering part bottom plate; 13. Towing hook;

[0061] 20. Control system; 21. Controller; 22. Battery; 23. Inclination sensor; 24. Vision module; 25. Autonomous following module; 26. Receiver; 27. Control panel; 28. Power supply and communication interface for superstructure; 29. Heat dissipation module;

[0062] 30. Traveling device; 31. Tire; 32. Crawler module; 321. Crawler; 3210. Crawler edge; 321a. First straight edge; 321b. Second straight edge; 321c. Third straight edge; 321d. Fourth straight edge; 322. Driving wheel; 323. Crawler side plate; 324. Tensioning device; 325. Guide wheel; 326. Idler wheel; 327. Carrier wheel; 328. Swing limit block;

[0063] 40. Traveling drive device; 41. Main drive motor; 42. Main drive shaft; 43. Clutch; 44. Coupling;

[0064] 50. Swing drive device; 51. Auxiliary drive motor; 52. First gear; 53. Second gear; 54. First bearing group; 55. Second bearing group;

[0065] 60. Base module; 61. Base; 62. Bearing;

[0066] 70. Auxiliary wheel module; 71. Auxiliary tire; 72. Half shaft; 73. Independent suspension device; 731. Shock absorber; 732. Upper swing arm; 733. End cover; 734. Base frame; 735. Lower swing arm. Detailed implementation manners

[0067] Next, specific embodiments of the present invention will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the description of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present invention.

[0068] In the description of the present invention, unless otherwise clearly defined and limited, terms such as "set", "installed", "connected", etc. shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific situations.

[0069] The orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the inventive product is customarily placed during use. It is only for the convenience of description and to simplify the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present invention.

[0070] Terms such as "first", "second", "third", etc. are only used to distinguish elements with similar attributes, rather than indicating or implying relative importance or a specific order.

[0071] The term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion. In addition to the elements listed, it may also include other elements not expressly listed.

[0072] The present invention provides a wheel-track composite driving system, as Figures 1 to 3 shown, which includes a traveling device 30, a traveling driving device 40 and a swing driving device 50. The traveling device 30 includes a tire 31 and a crawler module 32. The crawler module 32 includes a crawler 321 and a driving wheel 322 for driving the crawler 321. The traveling driving device 40 is used to drive the tire 31 and the crawler module 32 to travel. The traveling driving device 40 includes a main transmission shaft 42 and a clutch 43. The tire 31 is mounted on the main transmission shaft 42. The main transmission shaft 42 passes through the driving wheel 322. The driving wheel 322 is mounted on the main transmission shaft 42 through the clutch 43, so that when the clutch 43 is in the engaged state, the driving wheel 322 is connected to the main transmission shaft 42 as a whole, and when the clutch 43 is in the disengaged state, the driving wheel 322 is disconnected from the main transmission shaft 42. The swing driving device 50 is used to drive the crawler module 32 to swing around the main transmission shaft 42.

[0073] In this embodiment, the traveling drive device 40 can drive the traveling device 30 to travel in the mode of the tire 31 or the crawler module 32. The drive wheel 322 of the crawler module 32 is installed on the main transmission shaft 42 through the clutch 43 to switch the power transmission path of the traveling drive device 40 by separating or engaging the clutch 43, transmit the power to the tire 31 or the crawler module 32, select the tire 31 for better road conditions with little undulation and flat ground, select the crawler module 32 for complex and special road conditions with large undulation and poor ground, etc. Through the power switching of the clutch 43 and the linkage control of the swing drive device 50, the traveling drive power transmission structure is simplified, the efficient switching between the tire 31 and the crawler 321 modes is realized, the operation efficiency is improved, and the system has the advantages of high speed and efficiency of wheeled driving and large load and high cross-country performance of crawler 321 driving, meeting the driving requirements of various special road conditions; and the swing drive device 50 drives the crawler module 32 to swing around the main transmission shaft 42 at any angle to adapt to different complex road conditions and travel in the most efficient and stable mode, improving the safety and stability of the system.

[0074] Further, as Figures 1 to 3 shown, in this embodiment, the crawler module 32 further includes two crawler side plates 323, a tensioning device 324 and a plurality of auxiliary wheel bodies. The plurality of auxiliary wheel bodies are respectively a guide wheel 325, a supporting wheel 326 and a carrying wheel 327. The guide wheel 325, the supporting wheel 326 and the carrying wheel 327 are positioned and installed through the crawler side plates 323, and the crawler 321 is wrapped outside the drive wheel 322 and each auxiliary wheel body through the tensioning device 324; the outer contour of the crawler 321 after being installed on the crawler module 32 is an irregular quadrilateral, composed of four straight sides connected end to end, including a first straight side 321a, a second straight side 321b, a third straight side 321c and a fourth straight side 321d connected in sequence. Among them, the crawler module 32 is not limited to the polygon shown in the figure and can be replaced with other polygon forms including multiple straight sides to cope with different driving modes; when the crawler module 32 is not in contact with the ground, the outer contour of the crawler 321 is an irregular quadrilateral; when the crawler module 32 is in contact with the ground, the crawler 321 has a certain shape change with the undulation of the ground.

[0075] Specifically, the crawler module 32 mainly consists of a driving wheel 322, a carrying wheel 327, a guide wheel 325, a tensioning device 324, multiple idler wheels 326, a crawler side plate 323, an internal bracket, etc.; the driving wheel 322 and the tire 31 are concentrically installed through the main transmission shaft 42, the driving wheel 322 is sleeved on the main transmission shaft 42, and its connection state with the main transmission shaft 42 is controlled by the clutch 43; the crawler side plates 323 are symmetrically distributed on both sides of the driving wheel 322 and are connected to the swing driving device 50 through the first bearing group 54 and the second bearing group 55 to ensure that the crawler module 32 can swing freely around the main transmission shaft 42; the guide wheel 325, the idler wheels 326 and the carrying wheel 327 are positioned and installed on the crawler side plate 323 through bolts; the crawler 321 is wrapped outside the driving wheel 322, the guide wheel 325, the carrying wheel 327 and the idler wheels 326 through the tensioning device 324, and the tensioning device 324 can adopt a hydraulic cylinder structure to adjust the tightness of the crawler 321 in real time.

[0076] Further, as Figures 1 to 3 shown, in this embodiment, the swing driving device 50 includes a first gear 52, a second gear 53, a first bearing group 54 and a second bearing group 55. The first gear 52 meshes with the second gear 53. The main transmission shaft 42 passes through the second gear 53, the first bearing group 54 and the second bearing group 55. The second gear 53 is fixedly connected to one of the crawler side plates 323 through the first bearing group 54, and the second bearing group 55 is fixedly connected to the other crawler side plate 323. Among them, the swing driving device 50 further includes an auxiliary driving motor 51, and the output shaft of the auxiliary driving motor 51 is connected to the first gear 52 to drive the first gear 52 to rotate, providing swing power for the entire crawler 321 of the device.

[0077] Specifically, as Figures 1 to 3 shown, the first gear 52 is driven by the auxiliary driving motor 51 and meshes with the second gear 53. The second gear 53 is fixed to the main transmission shaft 42 through a keyway. The first bearing group 54 and the second bearing group 55 are respectively connected to the two crawler side plates 323, converting the rotational movement of the second gear 53 into the swing action of the crawler module 32. The first bearing group 54 serves as a "transmission shaft". The first gear 52 and the second gear 53 receive the crawler swing power from the auxiliary driving motor 51 and transmit it to the crawler side plate 323 through the first bearing group 54, thereby driving the entire crawler module 32 to swing within a certain angle. Among them, a swing limit groove (not shown in the figure) is provided on the base 61, which together with the swing limit block 328 on the crawler side plate 323 limits the swing angle range of the crawler 321 and controls the crawler module 32 to swing to the required angle.

[0078] Further, as Figure 1 and Figure 2As shown, the traveling drive device 40 further includes a main drive motor 41. The output shaft of the main drive motor 41 is connected to the main transmission shaft 42 to drive the main transmission shaft 42 to rotate, providing traveling drive power for the entire device. The traveling drive device 40 further includes a coupling 44. The main transmission shaft 42 passes through the coupling 44, and the coupling 44 is fixed on the main transmission shaft 42. The tire 31 is fixedly connected to the coupling 44. The clutch 43 includes a fixed end and a free end. The main transmission shaft 42 passes through the fixed end of the clutch 43, and the fixed end of the clutch 43 is fixed on the main transmission shaft 42. The free end of the clutch 43 is fixedly connected to the drive wheel 322. Among them, the clutch 43 can be selected from various categories, such as magnetic type, hydraulic type, pneumatic type, electric type, etc., and the appropriate type is selected according to the power requirements.

[0079] Specifically, as Figures 1 to 3 and Figure 8 shown, one end of the main transmission shaft 42 is connected to the main drive motor 41, and the other end sequentially passes through components such as the first bearing group 54, the fixed end of the clutch 43, the second bearing group 55, and the coupling 44. Among them, the second bearing group 55 is fixedly connected to the track side plate 323 on one side of the tire 31. The first bearing group 54 and the second bearing group 55 can support and limit the main transmission shaft 42. The coupling 44 is fixedly connected to the tire 31, and the free end of the clutch 43 is fixedly connected to the drive wheel 322 of the track module 32. When the tire 31 needs to travel, the clutch 43 is disengaged, and the traveling drive power is directly transmitted to the tire 31. At this time, the track 321 is off the ground and does not move, and only the tire 31 travels; when the track 321 needs to travel, the clutch 43 is engaged, and the traveling drive power is transmitted to the drive wheel 322 of the track module 32, and then drives the track 321 to travel on the ground. At this time, the tire 31 rotates idly off the ground.

[0080] Furthermore, as Figure 2 and Figure 9 shown, the wheel-track composite traveling system further includes a base module 60. The base module 60 includes a base 61 and a bearing 62. The first bearing group 54 passes through the bearing 62, and the bearing 62 is connected to the base 61. The base 61 is used to be fixedly connected to the vehicle frame 11 of the vehicle body module 10.

[0081] Specifically, the wheel-track composite traveling system has a pressure relief function. When the tire 31 travels, the vertical force from the ground is transmitted to the track module 32 through the coupling 44 and the second bearing group 55, and then unloaded to the base module 60 through the first bearing group 54, and then transmitted to the vehicle frame 11; when the track 321 travels, the vertical force from the ground is directly unloaded to the base module 60 through the first bearing group 54, and then transmitted to the vehicle frame 11. Therefore, the main transmission shaft 42 only bears the driving torque, avoiding the risk of large deformation caused by bearing radial eccentric loads, and thus having a greater load capacity.

[0082] Furthermore, the wheel-track composite travel system adopts a sealing design. The first bearing group 54, the second bearing group 55, the clutch 43 and other transmission components all adopt a sealing design. Lubricant can be injected into the corresponding sealing cavity (not shown in the figure) to provide dustproof, waterproof and lubricating protection for the internal transmission components. Based on such a sealing design, the wheel-track composite travel system can better adapt to road environments such as dust, water accumulation, and mud.

[0083] Furthermore, if Figures 2 to 4b As shown, the wheel-track composite driving system includes a tire driving mode. In the tire driving mode, the clutch 43 is in a disengaged state to disconnect the driving wheel 322 from the main transmission shaft 42, and the swing drive device 50 drives the track module 32 to swing around the main transmission shaft 42 until the first straight edge 321a is parallel to the ground, and the track module 32 is suspended in the air, only the tire 31 is on the ground, and the driving power is directly transmitted to the tire 31 to achieve high-speed driving. The tire driving mode can achieve high-speed flexible movement, which is particularly suitable for good road conditions with small undulations and flat ground.

[0084] Furthermore, if Figure 2 , Figure 3 , Figures 5 to 7 As shown, the wheel-track combined driving system includes a track driving mode. In the track driving mode, the clutch 43 is in an engaged state so that the drive wheel 322 is connected to the main transmission shaft 42 as a whole, and the swing drive device 50 drives the track module 32 to swing around the main transmission shaft 42 until the track module 32 is close to the ground, so that the tire 31 is suspended.

[0085] Furthermore, if Figure 2 , Figure 3 and Figure 5 As shown, the crawler driving mode includes a normal crawler driving posture, in which the crawler module 32 swings to the second straight edge 321b touching the ground. Specifically, the crawler module 32 swings to the second straight edge 321b touching the ground, at which time the tire 31 is suspended, the clutch 43 is controlled to engage, and the driving power is transmitted to the driving wheel 322 of the crawler module 32 through the clutch 43, thereby realizing the crawler 321 driving. This state is a normal crawler driving posture, which can drive smoothly under road conditions with large ups and downs and poor ground conditions.

[0086] Furthermore, the crawler driving mode includes a crawler with a large ground clearance posture, in which the crawler module 32 swings to the third straight edge 321c touching the ground. This state is a large ground clearance driving posture, which is suitable for scenes such as wading and large-size obstacle crossing.

[0087] Further, the crawler driving mode includes the posture of the maximum ground clearance of the crawler. In the posture of the maximum ground clearance of the crawler, the crawler module 32 swings to the fourth straight edge 321d perpendicular to the ground, and this state is the driving posture of the maximum ground clearance, which is applicable to deeper wading road conditions, obstacle crossing situations that require a larger ground clearance, situations that require a higher working height, etc.

[0088] The following combines Figures 3 to 8 to illustrate the motion principles of the tire driving mode, the crawler driving mode and the posture transformation of the present invention:

[0089] (1) Swing the crawler module 32 to make the first straight edge 321a of the crawler 321 parallel to the ground (as Figures 3 to 4b shown). At this time, the crawler module 32 is suspended, and only the tire 31 touches the ground. The driving power is directly transmitted to the tire 31 to achieve high-speed driving. The tire driving mode can achieve high-speed and flexible movement, and is particularly suitable for road conditions with little undulation and flat ground.

[0090] (2) Swing the crawler module 32 to the state where the second straight edge 321b of the crawler 321 touches the ground (as Figure 5 shown). At this time, the tire 31 is suspended, control the clutch 43 to engage, and the driving power is transmitted to the driving wheel 322 of the crawler module 32 through the clutch 43, and then the crawler 321 drives. This state is the conventional driving posture of the crawler, and it can drive smoothly on road conditions with large undulations and poor ground.

[0091] (3) Similarly, swing the crawler module 32 to the state where the third straight edge 321c of the crawler 321 touches the ground (as Figure 6 shown). This state is the driving posture with a larger ground clearance, which is applicable to scenarios such as wading and crossing large-sized obstacles.

[0092] (4) Similarly, continue to swing the crawler module 32 to the state where the fourth straight edge 321d of the crawler 321 is perpendicular to the ground (as Figure 7 shown). This state is the driving posture of the maximum ground clearance, which is applicable to deeper wading road conditions, obstacle crossing situations that require a larger ground clearance, situations that require a higher working height, etc.

[0093] Only the representative motion postures and control methods are listed above. During actual driving, the crawler module 32 can swing to any angle within its stroke. Facing different road conditions and environments such as climbing stairs, climbing slopes, crossing ditches, wading, rocky, muddy, sandy, jungle, snowy and vertical obstacles, the driving system can flexibly switch the walking mode and walking posture according to factors such as working height and load, and reasonably select various actions and their combined actions such as the rolling of the tire 31, the crawling of the crawler 321, and the support of the crawler 321, and drive in the most efficient and stable mode.

[0094] It is further explained here that the wheel-track structure of the wheel-track composite travel system is not limited to the outer wheel and inner track as shown in the figure. It can be flexibly installed through modularization and quick-release methods, and can also be set to an outer track and inner wheel mode. The wheel-track composite travel system also has other walking postures and control methods. The main difference lies in the different action sequences of the components, but the basic principles are the same, and can be flexibly selected according to actual working conditions.

[0095] The present invention also provides a wheel-track composite chassis, such as Figure 1 , Figure 9 , Figure 10 As shown, the vehicle comprises a body module 10 and a wheel-track composite running system. The body module 10 comprises a frame 11 , and the wheel-track composite running system is respectively installed at four corners of the frame 11 .

[0096] Furthermore, if Figure 1 As shown, the body module 10 also includes a cover 12, which includes a mudguard 121, a cover top plate 122, a cover side plate 123 and a cover bottom plate 124. The frame 11 is a frame structure, which is conducive to bearing loads from all directions. The cover 12 is installed on the frame 11 to protect the internal components of the body and increase the aesthetics of the chassis. The cover bottom plate 124 and the cover side plate 123 are provided with heat dissipation holes for heat dissipation of the internal electrical components of the body module 10.

[0097] Further, the auxiliary wheel module 70 includes an auxiliary tire 71 and a hub motor (not shown) connected to the auxiliary tire 71. By setting the auxiliary tire 71 as a tire with a hub motor, the middle auxiliary wheel module 70 has an independent driving function, which improves the driving force of the chassis and further enhances the passability of the chassis. Or, the auxiliary wheel module 70 is a wheel-track composite driving system as described above. The present invention uses modularization and quick-release design, and the wheel-track composite driving system and the auxiliary wheel module 70 can be flexibly installed and replaced. For example, the wheel-track composite driving system is replaced with a tire module with independent suspension and connected to the main drive motor 41. It can be evolved into a multi-wheel off-road chassis; the middle auxiliary wheel module 70 can also be replaced with a wheel-track composite driving system, that is, a combination of multiple wheel-track composite driving systems is used as the chassis driving mechanism (that is, not limited to 4 wheel-track composite driving systems, it can be 6, 8, 10...); the chassis also has other walking postures and control methods, the main difference is that the action sequence of each component is different, but the basic principle is the same, which can be flexibly selected according to the actual working conditions.

[0098] Furthermore, if Figure 9 Shown, the chassis tail portion is provided with a towing hook 13, which can be used to perform the towing task. When the chassis is trapped or breaks down, it can also be pulled out of trouble by other vehicles.

[0099] Furthermore, if Figure 9As shown, the chassis further includes two auxiliary wheel modules 70, which are respectively arranged at the middle positions on the opposite sides of the vehicle frame 11, and each auxiliary wheel module 70 is located between the two wheel-track composite driving systems on that side.

[0100] In this embodiment, as Figure 11 shown, the auxiliary wheel module 70 includes an auxiliary tire 71, a half shaft 72, and an independent suspension device 73. The independent suspension device 73 includes a shock absorber 731, an upper swing arm 732, an end cover 733, a base frame 734, and a lower swing arm 735; the half shaft 72 includes a flange end face and a shaft end. The flange end face of the half shaft 72 is connected to the auxiliary tire 71, the shaft end of the half shaft 72 is inserted into the bearing 62 of the base frame 734, the end cover 733 is sleeved on the half shaft 72, one end of the upper swing arm 732 and one end of the lower swing arm 735 are both connected to the base frame 734, the other end of the upper swing arm 732 and the other end of the lower swing arm 735 are both connected to the vehicle frame 11, one end of the shock absorber 731 is connected to the vehicle frame 11, and the other end passes through the upper swing arm 732 and is connected to the lower swing arm 735; wherein, the upper swing arm 732 and the lower swing arm 735 have the same length.

[0101] Wherein, the inner cavity of the base frame 734 of the independent suspension device 73 is sealed, which can provide dust-proof, waterproof and lubrication protection for the internal mechanism, ensuring that the auxiliary wheel module 70 can better adapt to road environments such as dust, water accumulation, and mud.

[0102] The present invention also provides a control method for a wheel-track composite chassis. The wheel-track composite chassis includes a wheel-track composite driving system. As Figures 1 to 3 shown, the wheel-track composite driving system includes a traveling device 30. The traveling device 30 includes a tire 31 and a track module 32. The track module 32 includes a track 321. After the track 321 is installed on the track module 32, it includes a plurality of unequal track edges 3210 connected in sequence; the control method includes:

[0103] Obtain road surface information, where the road surface information includes whether there are obstacles and the structural characteristics of the obstacles. The structural characteristics of the obstacles at least include the obstacle size; judge the current road condition type as a normal road condition or an obstacle road condition according to the road surface information;

[0104] When there are no obstacles on the road surface or the obstacle size is less than or equal to the preset value, it is judged as a normal road condition, switch to the tire driving mode, and control the driving power to be transmitted to the tire 31;

[0105] When the obstacle size on the road surface is greater than the preset value, it is judged as an obstacle road condition, and perform one of the following actions based on the structural parameters of the chassis and the structural characteristics of the obstacles:

[0106] When the obstacle size exceeds the obstacle-crossing ability threshold, plan an obstacle-avoiding path and control the chassis to bypass or stop driving;

[0107] When the size of the obstacle is within the obstacle-crossing ability range, switch to the crawler driving mode, select a crawler edge 3210 to be in contact with the ground or perpendicular to the ground, and control the driving power to be transmitted to the crawler module 32.

[0108] Specifically, it is determined whether the road surface is an ordinary road condition or an obstacle road condition by whether there are obstacles on the road surface or the size of the obstacles; when it is an ordinary road surface, the tire driving mode is adopted, with fast driving speed and low energy consumption; when it is an obstacle road condition, when the size of the obstacle exceeds the obstacle-crossing ability threshold, it is determined that the wheel-track composite driving system cannot directly pass through the obstacle, then a detour path is planned and the chassis is controlled to detour or stop driving. When the size of the obstacle is within the obstacle-crossing ability range, the crawler driving mode is selected, realizing the intelligent switching between the tire and crawler modes, improving the driving efficiency on flat roads and the passability on complex terrains, and combining the dynamic decision-making (detouring or crossing the obstacle) based on the size of the obstacle, improving safety and adaptability; and according to different complex terrains, it is possible to select a crawler edge 3210 of the crawler module 32 to be in contact with the ground or perpendicular to the ground. Through the multi-posture adjustment (in contact with the ground, perpendicular) of different crawler edges 3210, the obstacle-crossing height or the limitation of diverse terrains is broken through. By matching the structural parameters with the obstacle characteristics, the obstacle-crossing ability is optimized to avoid mechanical damage; this embodiment realizes the unity of all-terrain passability, efficient power switching and intelligent obstacle-crossing ability, and solves the limitations of traditional walking devices in complex scenarios.

[0109] Further, as Figure 3 shown, the outer contour of the crawler 321 after being installed on the crawler module 32 is an irregular quadrilateral, and the multiple unequal crawler edges 3210 are respectively the first straight edge 321a, the second straight edge 321b, the third straight edge 321c and the fourth straight edge 321d;

[0110] Switching to the tire driving mode specifically includes: controlling the crawler module 32 to swing until the first straight edge 321a is parallel to the ground, the tire 31 touches the ground, and the driving power is directly transmitted to the tire 31 to achieve high-speed driving; the tire driving mode can achieve high-speed and flexible movement, and is especially suitable for road conditions with little undulation and flat ground;

[0111] Switching to the crawler driving mode specifically includes: controlling the crawler module 32 to swing until the second straight edge 321b touches the ground (the conventional driving posture of the crawler) or the third straight edge 321c (the driving posture with a larger ground clearance) touches the ground or the fourth straight edge 321d is perpendicular to the ground (the driving posture with the maximum ground clearance), the tire 31 is suspended, and the driving power is directly transmitted to the crawler module 32, and the three postures are used to adapt to different obstacle-crossing scenarios.

[0112] Specifically, the outer contour of the crawler 321 after being installed on the crawler module 32 is an irregular quadrilateral, which provides multi-sided adaptability to meet different terrain contact requirements; the quick switching between the crawler edge 3210 and the tire is achieved through swinging, with a compact structure and flexible movement; when the crawler module 32 is traveling, the tire 31 can be suspended to reduce friction, lower energy consumption, and extend the service life of the tire 31.

[0113] Furthermore, the structural characteristics of the obstacle also include the type of obstacle and the contour shape. The type of obstacle is identified according to the contour shape, and the types of obstacles include vertical obstacles, stair obstacles, and gully obstacles.

[0114] When the size of the obstacle is within the obstacle-crossing ability range, switch to the crawler driving mode. The specific situation where one crawler edge 3210 is in contact with the ground or perpendicular to the ground includes:

[0115] For a vertical obstacle, control the crawler module 32 to swing until the fourth straight edge 321d is perpendicular to the ground.

[0116] For a stair obstacle, control the crawler module 32 to swing until the third straight edge 321c contacts the stair obstacle.

[0117] For a gully obstacle, control the crawler module 32 to swing until the third straight edge 321c straddles the gully obstacle.

[0118] Specifically, select the corresponding crawler edge 3210 according to the type of obstacle (vertical obstacle, stair, gully): for a vertical obstacle, the fourth straight edge 321d is perpendicular to the ground; for a stair obstacle, the third straight edge 321c contacts the step; for a gully obstacle, the third straight edge 321c straddles the gully. In this embodiment, the contact method of the crawler edge 3210 is optimized for different obstacle types to improve the obstacle-crossing efficiency; the vertical edge (the fourth straight edge 321d) is used to deal with high obstacles, and the long edge (the third straight edge 321c) is used to cross gullies, adapting to complex terrain features; reduce the center-of-gravity fluctuation during obstacle crossing and improve driving stability.

[0119] Furthermore, at least two wheel-track composite driving systems are installed on the same side of the chassis. The crawler module 32 further includes a driving wheel 322 for driving the crawler 321.

[0120] The size of the obstacle includes the height H of the vertical obstacle, the step height h, and the maximum gully span W:

[0121] (1) As Figure 13 shown, during the vertical obstacle-crossing process, the crawler module 32 plays a crucial supporting role. Therefore, the main factors restricting the vertical obstacle-crossing ability of the chassis are the size of the crawler module 32 and the wheelbase of the chassis. The judgment of the obstacle-crossing ability for a vertical obstacle includes: calculating the height H of the vertical obstacle. If the value range of H is: It is then determined that the obstacle can be crossed; the vertical obstacle crossing ability is quantified by a formula to avoid jamming caused by exceeding the height limit;

[0122] (2) As shown in Figure 14 , the factors restricting the chassis' ability to climb stairs mainly include the chassis' own climbing ability and the step height h. When the chassis climbs the first step, its driving condition is the same as that of the vertical obstacle crossing condition. Therefore, when the chassis' own climbing ability is certain, the judgment of the obstacle crossing ability for the stair obstacle includes: calculating the step height h of the stair obstacle. If the value range of h is: h ≤ l2 + l1·cos(π - α), it is then determined that the obstacle can be crossed; quantifying the limit of the stair step height to ensure effective contact between the track edge 3210 and the step, avoiding track slippage or chassis overturning caused by too high steps, and improving the smoothness and safety during the stair climbing process;

[0123] (3) As shown in Figure 15 , according to the process of the ditch crossing action, when crossing a ditch, the track module 32 needs to span across the ditch. Therefore, the factors restricting the chassis' ability to cross a ditch mainly include the size of the track module 32 and the chassis wheelbase. The judgment of the obstacle crossing ability for the ditch obstacle includes: calculating the maximum ditch span W of the ditch obstacle. If the value range of W is: W ≤ l1 + e + h1·cot(π - β), it is then determined that the obstacle can be crossed; accurately calculating the maximum width that can cross the ditch to prevent the chassis from sinking and improving reliability and safety;

[0124] Among them, as shown in Figure 3 , Figure 9 , 12a and 12b, e is the wheelbase between two tires 31 on the same side, h1 is the distance from the center of the driving wheel 322 of the track module 32 to the second straight edge 321b, h2 is the distance to the third straight edge 321c, l1 is the length of the second straight edge 321b, l2 is the length of the third straight edge 321c, α is the angle between the second straight edge 321b and the third straight edge 321c, and β is the angle between the second straight edge 321b and the first straight edge 321a.

[0125] Furthermore, as shown in Figures 1 to 3 , the wheel-track composite driving system further includes a traveling driving device 40. The traveling driving device 40 includes a main transmission shaft 42 and a clutch 43. The tire 31 is installed on the main transmission shaft 42; the track module 32 further includes a driving wheel 322 for driving the track 321; the main transmission shaft 42 passes through the driving wheel 322, and the driving wheel 322 is installed on the main transmission shaft 42 through the clutch 43;

[0126] Controlling the driving power to be transmitted to the tire 31 specifically includes: controlling the clutch 43 to be in a disengaged state so that the driving wheel 322 is disconnected from the main transmission shaft 42;

[0127] Controlling the driving power transmission to the track module 32 specifically includes: controlling the clutch 43 to be in an engaged state so that the drive wheel 322 is integrally connected to the main drive shaft 42.

[0128] Specifically, the traveling drive device 40 controls the power distribution through the clutch 43: in the tire driving mode, the clutch 43 is disengaged, and the drive wheel 322 is disconnected from the main drive shaft 42; in the track mode driving mode, the clutch 43 is engaged, and the drive wheel 322 is linked with the main drive shaft 42. In this embodiment, the clutch 43 realizes a rapid switching of the power path, with a rapid response; the mechanical structure is simple and reliable, reducing power loss; ensuring that the power source is transmitted to the tire and the track mode without interference.

[0129] Furthermore, as Figures 1 to 3 shown, the track module 32 further includes two track side plates 323; the wheel-track composite driving system further includes a swing driving device 50, the swing driving device 50 includes a first gear 52, a second gear 53, a first bearing group 54 and a second bearing group 55, the first gear 52 meshes with the second gear 53, the main drive shaft 42 passes through the second gear 53, the first bearing group 54 and the second bearing group 55, the second gear 53 is fixedly connected to one of the track side plates 323 through the first bearing group 54, and the second bearing group 55 is fixedly connected to the other track side plate 323;

[0130] Controlling the swing of the track module 32 specifically includes: the swing driving device 50 controls the rotation of the first gear 52, drives the rotation of the second gear 53, and further pushes the track side plate 323 to swing around the main drive shaft 42 through the first bearing group 54.

[0131] Specifically, the swing driving device 50 drives the track side plate 323 to swing around the main drive shaft 42 through a gear set (the first gear 52, the second gear 53), the second gear 53 is fixedly connected to the track side plate 323 through the first bearing group 54, and the gear meshing transmission drives the rotation of the track side plate 323; in this embodiment, the gear set transmission provides high-precision swing control with accurate positioning; the bearing group reduces friction loss and extends the service life.

[0132] The present invention also provides a controller 21, including a memory and a processor, the memory is used for storing a computer program, and the processor is used for executing the steps of the control method as described above when processing the computer program.

[0133] Furthermore, as Figure 10As shown in the figure, the wheel-track composite chassis provided by the present invention includes a control system 20, and the control system 20 includes the controller 21 as described above. Specifically, the control system 20 includes a controller 21, a battery 22, an inclination sensor 23, a vision module 24, an autonomous following module 25, a remote controller (not shown in the figure), a control panel 27, an upper-mounted power-taking and communication interface 28, a heat dissipation module 29, and a temperature sensor (not shown in the figure). The controller 21 is used to control various actions and functional operations of the chassis; the battery 22 supplies power to each electrical component of the chassis; the inclination sensor 23 is used to detect the inclination angle of the chassis during driving. When the inclination angle reaches a certain threshold, a feedback alarm signal is sent, and the controller 21 controls the chassis to stop driving or prohibits the next action to prevent the chassis from tipping over; a vision module 24 is installed on the front end face of the vehicle body for environmental perception and obstacle recognition; an autonomous following module 25 is installed on the top of the vehicle head for the chassis to autonomously drive following a target person; the remote controller includes a receiver 26 and a transmitter, and the receiver 26 is installed inside the chassis; the rear end face of the vehicle body is the control panel 27, on which various switches, buttons, and interfaces are installed; an upper-mounted power-taking and communication interface 28 is provided at the rear of the vehicle body. When the chassis needs to install upper-mounted components, wiring can be done here to facilitate power supply and communication control for the upper-mounted components; the main heat sources of the chassis are the main drive motor 41 and the auxiliary drive motor 51. The temperature sensor is installed in the front and rear power compartments to detect the internal temperature of the power compartment (not shown in the figure), and the heat dissipation module 29 is combined to control the temperature rise of the chassis.

[0134] Further, as Figure 16 shown, the chassis includes a remote control mode and an autonomous following mode. Taking the emergency rescue scenario as an example, when there are poisonous, harmful, dangerous and other factors in the target environment, people usually cannot enter, and the chassis can be controlled through the remote control mode to enter instead of people, which is especially suitable for scenarios such as disaster site investigation and search and rescue; when the target environment is good, the chassis can follow the target person through the autonomous following mode and move together with the target person, which is especially suitable for scenarios such as rescue equipment and material transportation.

[0135] Specifically, as Figure 10 and Figure 16 shown, in the autonomous following mode: the chassis identifies the signal of the target person and follows the walking route of the target person. When encountering an obstacle, the vision module 24 identifies the shape and size characteristics of the obstacle and transmits them to the controller 21. After analysis, the type and size of the obstacle are determined. When the size of the obstacle is large and exceeds the obstacle-crossing ability of the chassis, or it is convenient to bypass the obstacle, the chassis will automatically perform an obstacle-bypassing action; when the size of the obstacle does not exceed the obstacle-crossing ability of the chassis, the chassis will automatically perform an obstacle-crossing action; when the size of the obstacle is small, the chassis will perform an obstacle-avoiding action by adjusting the ground clearance. After completing the above actions, the chassis will continue to follow the target person.

[0136] In the remote control mode: The operator can observe the environment around the chassis through the vision module 24 of the chassis at all times. When encountering obstacles, the operator can perform obstacle avoidance, obstacle bypassing, obstacle crossing and other operations based on the obstacle characteristics and data feedback from the chassis.

[0137] The beneficial effects of the present invention include:

[0138] (1) Aiming at the problem that the existing wheel-track composite driving device "is difficult to balance the high speed and flexibility of the wheel type and the high off-road performance of the track type", the present invention designs a large-load, multi-modal wheel-track composite driving system; it has functions such as wheel / track driving mode switching, power transmission path switching, and track walking posture transformation, which can maximize the advantages of the high speed and flexibility of the wheel type and the large load and high off-road performance of the track type and their combined advantages, and meet the driving requirements of various special road conditions.

[0139] (2) Aiming at the problems of the existing wheel-track composite driving device "generally adopts coaxial synchronous drive for wheels and tracks, with a single speed mode, and most of the time the track 321 is idling, resulting in power waste", the present invention proposes a coaxial two-way transmission device with a clutch 43, which drives the tire 31 and the track module 32 respectively in two speed modes, giving full play to the characteristics of high speed and high efficiency of wheeled driving.

[0140] (3) Aiming at the problem that the transmission system of the existing wheel-track composite driving device is generally more complex, the present invention proposes an inner-outer shaft transmission mechanism. The inner shaft (main transmission shaft 42) is used for power transmission of the walking device 30, and the outer shaft (the first bearing group 54 and the second bearing group 55) is used for power transmission of the track swing; the transmission system is simplified and the installation space is saved.

[0141] (4) Aiming at the problem that the swing arm track 321 of the existing wheel-track composite driving device "cannot drive independently and cannot be transformed into multiple postures for driving, with limited functions", the swing arm track 321 of the present invention is an irregular quadrilateral with multiple practical contour sides. By swinging the track 321 to different angles, that is, transforming the driving device into different postures, the requirements of various specific application scenarios can be met.

[0142] (5) A pair of auxiliary wheel modules 70 with independent suspensions are provided in the middle of the chassis of the present invention. In the conventional tire driving mode or track driving mode, they share the bearing weight of the four-corner wheel-track composite driving system; in special working conditions such as vertical obstacle crossing, stair climbing, and ditch crossing or driving on bad road conditions, they serve as auxiliary supports to increase the driving stability of the chassis and the road condition adaptability.

[0143] (6) The wheel-track composite driving system of the present invention is not limited to being installed at the four corners of the chassis and can be freely expanded for application; according to the use requirements, any number of wheel-track composite driving systems can be installed at the front section, middle section, rear section, etc. of the chassis, and even other driving methods can be combined to meet the requirements of different operation situations.

[0144] As described above, it is only the preferred embodiment of the present invention and does not impose any formal limitation on the present invention. Although the present invention has been disclosed above with the preferred embodiment, it is not intended to limit the present invention. Any person skilled in the relevant art can make some changes or modifications within the scope of the technical solution of the present invention by using the disclosed technical content above, which are equivalent embodiments of equivalent changes. However, as long as it does not depart from the content of the technical solution of the present invention, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention still fall within the protection scope of the technical solution of the present invention.

Claims

1. A control method for a wheel-track composite chassis, characterized in that: The wheel-track composite chassis comprises a wheel-track composite travel system, the wheel-track composite travel system comprises a travel device (30), the travel device (30) comprises a tire (31) and a track module (32), the track module (32) comprises a track (321), and the track (321) comprises a plurality of unequal track edges (3210) connected in sequence after being mounted on the track module (32); the control method comprises: Acquiring road surface information, wherein the road surface information includes whether there is an obstacle and the structural characteristics of the obstacle, wherein the structural characteristics of the obstacle at least include the size of the obstacle; and determining whether the current road condition type is a normal road condition or an obstacle road condition according to the road surface information; When there is no obstacle on the road or the size of the obstacle is less than or equal to a preset value, it is judged as a normal road condition, the mode is switched to a tire driving mode, and the driving power is controlled to be transmitted to the tire (31); When the size of a road obstacle is larger than a preset value, it is judged as an obstacle and one of the following actions is performed based on the structural parameters of the chassis and the structural characteristics of the obstacle: When the size of an obstacle exceeds the obstacle-passing capability threshold, a path to bypass the obstacle is planned and the chassis is controlled to bypass or stop driving; When the obstacle size is within the obstacle-passing capability range, the crawler driving mode is switched to select a crawler edge (3210) to be close to the ground or perpendicular to the ground, and the driving power is controlled to be transmitted to the crawler module (32).

2. The control method according to claim 1, characterized in that: The outer contour of the crawler (321) after being installed on the crawler module (32) is an irregular trapezoid, and the plurality of unequal crawler edges (3210) are respectively a first straight edge (321a), a second straight edge (321b), a third straight edge (321c) and a fourth straight edge (321d); The switching to the tire driving mode specifically includes: controlling the track module (32) to swing until the first straight edge (321a) is parallel to the ground and the tire (31) touches the ground; The switching to the crawler driving mode specifically includes: controlling the crawler module (32) to swing until the second straight edge (321b) is in contact with the ground, the third straight edge (321c) is in contact with the ground, or the fourth straight edge (321d) is perpendicular to the ground, and the tire (31) is suspended in the air.

3. The control method according to claim 2, characterized in that: The structural characteristics of the obstacle also include obstacle type and contour shape, and the obstacle type is identified according to the contour shape, and the obstacle type includes vertical obstacles, stair obstacles and gully obstacles; When the obstacle size is within the obstacle-overcoming capability range, switching to the crawler driving mode and selecting a crawler edge (3210) to be close to the ground or perpendicular to the ground specifically includes: For vertical obstacles, the crawler module (32) is controlled to swing until the fourth straight edge (321d) is perpendicular to the ground; For stair obstacles, the crawler module (32) is controlled to swing until the third straight edge (321c) contacts the stair obstacle; For a gully obstacle, the crawler module (32) is controlled to swing until the third straight edge (321c) straddles the gully obstacle.

4. The control method according to claim 3, characterized in that: At least two wheel-track composite travel systems are installed on the same side of the chassis, and the track module (32) further comprises a driving wheel (322) for driving the track (321); The obstacle size includes the height H of the vertical obstacle, and the vertical obstacle clearance capability judgment includes: Calculate the height H of the vertical obstacle, if the value range of H is: It is determined that the obstacle can be passed; Wherein, e is the wheelbase between two tires (31) on the same side, h1 is the distance from the center of the driving wheel (322) of the track module (32) to the second straight side (321b), h2 is the distance from the center of the driving wheel (322) of the track module (32) to the third straight side (321c), l1 is the length of the second straight side (321b), l2 is the length of the third straight side (321c), α is the angle between the second straight side (321b) and the third straight side (321c), and β is the angle between the second straight side (321b) and the first straight side (321a).

5. The control method according to claim 3, characterized in that: The obstacle size includes the step height h, and the obstacle-passing ability of the stair obstacle is determined by: Calculate the step height h of the stair obstacle, if the value range of h is: If h≤l2+l1·cos(π-α), it is determined that the obstacle can be passed; Wherein, l1 is the length of the second straight side (321b), l2 is the length of the third straight side (321c), and α is the angle between the second straight side (321b) and the third straight side (321c).

6. The control method according to claim 3, characterized in that: At least two wheel-track composite travel systems are installed on the same side of the chassis, and the track module (32) further comprises a driving wheel (322) for driving the track (321); The obstacle size includes the maximum gully span W, and the obstacle-passing ability of the gully obstacle is determined by: Calculate the maximum gully span W of the gully obstacle, if the value range of W is: If W≤l1+e+h1·cot(π-β), it is determined that the obstacle can be passed; Wherein, e is the wheelbase between two tires (31) on the same side, h1 is the distance from the center of the driving wheel (322) of the track module (32) to the second straight side (321b), l1 is the length of the second straight side (321b), and β is the angle between the second straight side (321b) and the first straight side (321a).

7. The control method according to claim 2, characterized in that: The wheel-track composite travel system further comprises a travel drive device (40), the travel drive device (40) comprises a main transmission shaft (42) and a clutch (43), the tire (31) is mounted on the main transmission shaft (42); the track module (32) further comprises a drive wheel (322) for driving the track (321); the main transmission shaft (42) passes through the drive wheel (322), and the drive wheel (322) is mounted on the main transmission shaft (42) via the clutch (43); The controlling the driving power to be transmitted to the tire (31) specifically comprises: controlling the clutch (43) to be in a disengaged state so that the driving wheel (322) is disconnected from the main transmission shaft (42); The controlling the driving power to be transmitted to the crawler module (32) specifically includes: controlling the clutch (43) to be in an engaged state so that the driving wheel (322) and the main transmission shaft (42) are connected as a whole.

8. The control method according to claim 7, characterized in that: The crawler module (32) further comprises two crawler side plates (323); the wheel-crawler composite travel system further comprises the swing drive device (50), the swing drive device (50) comprises a first gear (52), a second gear (53), a first bearing group (54) and a second bearing group (55), the first gear (52) is meshed with the second gear (53), the main transmission shaft (42) passes through the second gear (53), the first bearing group (54) and the second bearing group (55), the second gear (53) is fixedly connected to one of the crawler side plates (323) through the first bearing group (54), and the second bearing group (55) is fixedly connected to the other crawler side plate (323); The controlling of the swing of the track module (32) specifically includes: the swing driving device (50) controls the first gear (52) to rotate, driving the second gear (53) to rotate, and then pushing the track side plate (323) to swing around the main transmission shaft (42) through the first bearing group (54).

9. A controller, characterized in that: The method comprises a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to execute the steps of the control method according to any one of claims 1 to 8 when processing the computer program.

10. A wheel-track composite chassis, characterized in that: Comprising a controller as claimed in claim 9.

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