Self-adaptive dragging chassis of garage and dynamic control method of self-adaptive dragging chassis

Abstract

The invention provides a garage self-adaptive dragging chassis which comprises a garage, a lifting supporting plate and a chassis body, the chassis body is of a foldable and twistable three-section structure composed of a main chassis frame and side chassis frames symmetrically and rotationally connected to the two ends of the main chassis frame, and a front air cylinder set and a rear air cylinder set are symmetrically arranged in the chassis body along the transverse central axis; each air cylinder set is symmetrically provided with two parallel telescopic air cylinders along the longitudinal central axis of the chassis, the tail ends of cylinder bodies are rotationally connected with the middle of the main chassis frame through rotating shafts, the ends of piston rods of the cylinder bodies are rotationally connected with the two ends of the front axle and the two ends of the rear axle respectively, and the garage is installed on the lifting supporting plate and detachably connected with the chassis through a plurality of supporting discs. A counterweight adjusting module is further arranged on the longitudinal central axis of the chassis; the dynamic control method comprises the steps of tail swinging suppression control, turning radius self-adaptive adjustment and folding mode control. The problems that a garage hauling chassis is poor in structural flexibility, insufficient in dynamic adjusting capacity and poor in driving stability are solved.

Description

Technical Field

[0001] The invention relates to the field of garages, and in particular to an adaptive drag chassis for a garage and a dynamic control method thereof. Background Art

[0002] With the increasing application of mobile garages in temporary accommodation, engineering camps, emergency rescue and other scenarios, the performance of the garage towing chassis, as its core load-bearing and mobile component, directly affects the transportation efficiency and safety. At present, the traditional garage towing chassis mostly adopts an integrated rigid structure design. Although it can provide basic load-bearing functions, it has many limitations in actual applications. First, the fixed chassis cannot be folded, resulting in excessive space occupation during empty transportation or storage, which increases logistics costs, especially in narrow roads or storage sites. The adaptability is poor. Secondly, the traditional chassis lacks a dynamic adjustment mechanism, and it is easy to cause tail swing, roll or even rollover accidents due to the center of gravity shift under complex road conditions. For example, when turning at high speed or on uneven roads, the fixed counterweight distribution is difficult to offset the centrifugal force or inertia moment, resulting in a decrease in traction stability, which may trigger the "death tail swing" phenomenon in severe cases. In addition, the connection between the existing chassis and the garage mostly relies on bolt fixing or simple plug-in structure, which requires manual precise alignment during installation, which is time-consuming and labor-intensive, and lacks elastic buffer design, resulting in intense vibration transmission between the garage and the chassis during driving, and long-term use is prone to structural fatigue damage.

[0003] In the prior art, some improvement schemes attempt to improve flexibility through multi-section chassis design, but are limited by the single degree of freedom of the articulated structure or the rigid connection method, and still cannot achieve efficient folding and dynamic torsion adjustment. For example, although some split chassis can be partially folded, there is a lack of reliable locking between the sections after folding, and the structure is easily loosened due to bumps during transportation. At the same time, the cylinder drive system of the traditional chassis mostly adopts a symmetrical telescopic mode, which makes it difficult to adjust the wheel steering angle difference according to real-time road conditions, resulting in a fixed turning radius and inability to adapt to narrow curves or complex terrain. In addition, existing counterweight adjustment technologies mostly rely on static counterweight blocks or manual adjustments, and cannot dynamically optimize the center of gravity distribution according to sensor data during driving, resulting in insufficient dynamic stability.

[0004] In summary, the current garage towing chassis still has significant technical bottlenecks in terms of structural flexibility, dynamic stability, intelligent control, etc. The market urgently needs an innovative solution that can achieve fast folding, adaptive weight adjustment and multi-sensor collaborative control to improve the safety, efficiency and scene adaptability of garage transportation, while reducing the complexity of manual operation. Summary of the invention

[0005] The main purpose of the present invention is to provide a garage adaptive towing chassis and a dynamic control method thereof, so as to solve the problems of poor structural flexibility, insufficient dynamic adjustment capability and poor driving stability of the garage towing chassis.

[0006] To solve the above technical problems, the technical solution adopted by the present invention is as follows: a vehicle garage self-adaptive dragging chassis, including a vehicle garage, a lifting pallet and a chassis. The chassis is a foldable and twistable three-section structure composed of a main chassis frame and side chassis frames symmetrically and rotatably connected to both ends thereof. Inside the chassis, a front cylinder group and a rear cylinder group are symmetrically arranged along the transverse central axis. Each cylinder group is symmetrically provided with two parallel telescopic cylinders along the longitudinal central axis of the chassis. The ends of the cylinder bodies are rotatably connected to the middle part of the main chassis frame through rotating shafts, and the piston rod ends are respectively rotatably connected to both ends of the front axle and the rear axle. The vehicle garage is installed on the lifting pallet and is detachably connected to the chassis through a plurality of support discs. A weight adjustment module is also provided on the longitudinal central axis of the chassis.

[0007] In a preferred solution, wedges are provided at the four corners of the lifting pallet, and correspondingly adapted inclined grooves are provided at the four corners of the bottom of the vehicle garage. The vehicle garage is arranged on the lifting pallet through wedge groove fitting. Below the wedges at the four corners of the lifting pallet, there are also lifting legs for jacking up the vehicle garage to separate it from the chassis.

[0008] In a preferred solution, the main chassis frame is hinged to the side chassis frame through a cross-axis universal joint. The cross-axis universal joint includes a first yoke connected to the main chassis frame, a second yoke connected to the side chassis frame, and a cross shaft. The transverse axis of the cross shaft is parallel to the width direction of the chassis, and both ends thereof are respectively rotatably connected to both ends of the first yoke. The longitudinal axis is perpendicular to the chassis plane, and both ends thereof are respectively rotatably connected to both ends of the second yoke. The opening direction of the first yoke is vertically directed downward the chassis, and the opening direction of the second yoke is directed to the transverse central axis of the chassis, so that the side chassis frame can be turned and folded below the main chassis frame around the transverse axis, and a planar torsion degree of freedom is formed between the main chassis frame and the side chassis frame; The opening depth of the first yoke is greater than the maximum outer extension dimension of the second yoke, which is used to completely fold the main chassis frame and the side chassis frame.

[0009] In a preferred solution, elastic connectors are symmetrically arranged on both sides of the cross-axis universal joint. One end of the elastic connector is fixedly connected to the main chassis frame, and the other end is detachably connected to the side chassis frame through a connecting hoop.

[0010] In a preferred solution, a fixed disc is provided at the detachable end of the elastic connector. A stepped surface is provided at the front end of the fixed disc. A stepped groove adapted to the stepped surface of the fixed disc is provided inside the connecting hoop. The connecting hoop is composed of a fixed half hoop fixedly connected to the side chassis frame and a movable half hoop. One end of the movable half hoop is rotatably connected to one end of the fixed half hoop, and the other end is detachably connected to the other end of the fixed half hoop through a double-headed bolt. In a preferred solution, the structure of the support disc is as follows: a boss at the upper end of the lower mounting seat is sleeved inside a sleeve at the lower end of the upper mounting seat. A main spring is circumferentially provided between the top of the boss of the lower mounting seat and the top inner wall of the sleeve of the upper mounting seat. A plurality of auxiliary springs are uniformly connected circumferentially between the outer edges of the upper mounting seat and the lower mounting seat; A plurality of support disks are symmetrically arranged along the longitudinal central axis of the chassis, and at least two support disks are respectively arranged on the main chassis frame and the two side chassis frames.

[0011] In a preferred solution, the lower mounting seat is arranged in the corresponding mounting hole at the top end of the chassis, and the upper mounting seat extends a certain distance above the upper surface of the chassis and is connected to the lower surface of the lifting support plate; The radial clearance between the boss of the lower mounting seat and the inner wall of the sleeve of the upper mounting seat is adapted to the maximum torsional angle of the main chassis frame and the side chassis frames.

[0012] In a preferred solution, the counterweight adjustment module includes a main counterweight adjustment unit below the main chassis frame and two sub-counterweight adjustment units below the two side chassis frames. The structure of each counterweight adjustment unit is as follows: the longitudinal lead screw and the longitudinal guide rail are arranged in parallel along the longitudinal central axis direction of the chassis. The longitudinal guide rail is connected to the lower surface of the chassis. The slider is threadedly connected to the longitudinal lead screw through the lead screw nut portion in the middle. Its upper end is slidably connected to the longitudinal guide rail, and its lower end is connected to the counterweight block, forming a linearly guided mechanism with double constraints. The output shaft of the adjustment motor is connected to one end of the longitudinal lead screw to drive the counterweight block to move linearly along the longitudinal central axis direction.

[0013] In a preferred solution, the chassis is connected to the tractor through a traction member, and a pressure sensor is provided at the connection between the traction member and the chassis for real-time monitoring of the load distribution of the chassis; An angle sensor is also provided at the connection between the traction member and the chassis for detecting the relative deflection angle between the chassis and the traction end; Acceleration sensors are respectively provided in the middle parts of the main chassis frame and the two side chassis frames for detecting the lateral acceleration of each section of the chassis and the vibration signals of the tail-swinging tendency; The pressure sensor, the angle sensor, the three acceleration sensors are signal-connected to the control unit, and the control unit is electrically connected to the front cylinder group, the rear cylinder group, and the counterweight adjustment module.

[0014] In a preferred solution, a dynamic control method for a vehicle room to adaptively drag the chassis includes: S1. Tail-swing suppression control: When any acceleration sensor detects that the lateral acceleration of the corresponding section of the chassis exceeds the set threshold, the control unit calculates the direction of the tail-swing moment in combination with the load distribution data of the pressure sensor, drives the main counterweight adjustment unit of the counterweight adjustment module and the sub-counterweight adjustment unit on the corresponding side to move the counterweight block in the opposite direction to form an opposite balancing moment, and at the same time controls the differential expansion and contraction of the telescopic cylinders on the corresponding side in the front cylinder group and the rear cylinder group to correct the wheel steering angle; S2. Adaptive adjustment of turning radius: The control unit dynamically calculates the target turning radius based on the real-time deflection angle of the angle sensor and the traction point pressure gradient data of the pressure sensor, controls the asymmetric telescopic actions of the symmetric cylinder groups of the front cylinder group and the rear cylinder group, causes the front axle and the rear axle to form a steering angle difference, and at the same time judges the inner and outer wheel pressure differences through the pressure sensor data, and drives the counterweight blocks to be concentrated and distributed along the longitudinal guide rails towards the inner side of the turn to reduce the centrifugal moment; S3. Folding mode control: After receiving the folding instruction, disconnect the connection between the chassis and the lifting pallet, the lifting legs lift the vehicle body through the lifting pallet, the control unit drives all the counterweight blocks to reset to the longitudinal center positions of the corresponding parts, releases the connection hoop constraint of the elastic connection member, and controls the front cylinder group and the rear cylinder group to synchronously contract to the shortest stroke to make the side chassis frame fold downward around the transverse axis of the cross universal joint, and adjusts the positions of the counterweight blocks in real time during the folding process to maintain the center of gravity balance.

[0015] The present invention provides a vehicle body self-adaptive towing chassis and its dynamic control method, and its beneficial effects are as follows: Structural flexibility and space optimization: Adopting a three-section chassis structure that can be folded and twisted, combined with the design of elastic connection members and detachable connection hoops, realizes the rapid folding and unfolding of the chassis. The occupied space after folding is greatly reduced, which is suitable for narrow road transportation and warehousing scenarios, and significantly reduces logistics costs.

[0016] Enhanced dynamic stability: By using multiple sensors to real-time monitor the chassis load distribution, deflection angle and lateral acceleration, the control unit dynamically adjusts the differential telescopic of the counterweight module and the front and rear cylinder groups, effectively suppressing the risks of tail swing and roll. The real-time reverse balance moment adjustment of the counterweight blocks, combined with the correction of the wheel steering angle, significantly improves the stability under high-speed driving and complex road conditions.

[0017] Adaptive control of turning radius: Based on the sensor data, the target turning radius is intelligently calculated. By asymmetric cylinder telescoping, the front and rear axles form a steering angle difference, and at the same time, the counterweight blocks are driven to be concentrated and distributed towards the inner side of the turn, reducing the centrifugal moment. This technology enables the chassis to have the ability to flexibly turn in narrow curves and meet the requirements of complex terrains.

[0018] Connection reliability and buffer optimization: The vehicle body and the chassis are quickly positioned through a wedge groove fitting structure, and the lifting legs are used to achieve precise separation and docking. The longitudinal elastic buffer and circumferential limit of the support disk reduce the vibration transmission and extend the service life of the connection structure between the vehicle body and the chassis. The elastic connection member provides a pre-compressed elastic force when the chassis is folded, limits the torsional amplitude between segments, and prevents the structure from becoming loose during transportation; the double-degree-of-freedom articulated design of the cross universal joint allows the chassis to adapt to the undulating road surface and avoids stress concentration caused by uneven road surfaces in rigid structures.

[0019] Intelligent and automated operation: The control unit integrates sensor signals and actuators to achieve full-automatic control of processes such as folding and unfolding, center-of-gravity adjustment, and tail-swing suppression, significantly reducing the intensity and complexity of manual operations and improving operation efficiency.

[0020] In summary, through the coordination of structural innovation and intelligent control, the present invention solves the problems of poor flexibility, insufficient stability, and cumbersome operation of traditional vehicle chassis, and significantly improves transportation efficiency, safety, and scene adaptability. Brief Description of the Drawings

[0021] The present invention will be further described below in conjunction with the drawings and embodiments: Figure 1 is the overall appearance structure diagram of the present invention; Figure 2 is the overall appearance disassembly structure diagram of the present invention; Figure 3 is the structure diagram of the bottom of the vehicle house of the present invention; Figure 4 is the connection structure diagram of the chassis and the lifting pallet of the present invention; Figure 5 is the installation structure diagram of the support plate on the chassis of the present invention; Figure 6 is the structure diagram of the bottom of the chassis of the present invention; Figure 7 is the front view of the folding structure of the chassis of the present invention; Figure 8 is the bottom view of the folding structure of the chassis of the present invention; Figure 9 is the sectional structure diagram of the support plate of the present invention; Figure 10 is the installation structure diagram of the cross universal joint of the present invention; Figure 11 is the side view structure diagram of the cross universal joint of the present invention; Figure 12 is the connection structure diagram of the elastic connecting member of the present invention; Figure 13 is the disconnected structure diagram of the elastic connecting member of the present invention; Figure 14 is the axonometric structure diagram of the weight adjustment unit of the present invention; Figure 15 is the connection diagram of the dynamic control system of the present invention.

[0022] In the figure: vehicle house 1; chute 101; lifting pallet 2; wedge block 201; chassis 3; main chassis frame 301; side chassis frame 302; front cylinder group 4; rear cylinder group 5; rotating shaft 6; front axle 7; rear axle 8; support disk 9; lower mounting seat 901; upper mounting seat 902; main spring 903; auxiliary spring 904; lifting leg 10; cross universal joint 11; first yoke 1101; second yoke 1102; cross shaft 1103; elastic connecting piece 12; fixed disk 1201; connecting hoop 13; fixed half hoop 1301; movable half hoop 1302; double-headed bolt 1303; counterweight adjustment module 14; longitudinal lead screw 1401; longitudinal guide rail 1402; slider 1403; adjustment motor 1404; counterweight block 1405; traction piece 15; pressure sensor 16; angle sensor 17; acceleration sensor 18; control unit 19. Specific implementation mode

[0023] Embodiment 1 As Figures 1 - 15 shown, a vehicle house self-adaptive dragging chassis includes a vehicle house 1, a lifting pallet 2 and a chassis 3. The chassis 3 is a foldable and twistable three-section structure composed of a main chassis frame 301 and side chassis frames 302 symmetrically and rotatably connected to both ends thereof. Inside the chassis 3, a front cylinder group 4 and a rear cylinder group 5 are symmetrically arranged along the transverse central axis. Each cylinder group is provided with two parallel telescopic cylinders symmetrically along the longitudinal central axis of the chassis 3. The ends of the cylinder bodies are rotationally connected to the middle of the main chassis frame 301 through a rotating shaft 6, and the piston rod ends are respectively rotationally connected to both ends of the front axle 7 and the rear axle 8. The vehicle house 1 is installed on the lifting pallet 2 and is detachably connected to the chassis 3 through a plurality of support disks 9. A counterweight adjustment module 14 is also arranged on the longitudinal central axis of the chassis 3.

[0024] This application adopts a detachable vehicle house 1 dragging structure. The vehicle house 1 is arranged on the lifting pallet 2, connected to the chassis 3 through a plurality of support disks 9, and its gravity is evenly distributed on the chassis 3 structure. The foldable chassis 3 structure enables the chassis 3 to reduce the occupied space when it is transported to the installation point of the vehicle house 1 dragging structure or when the vehicle house 1 moves to the destination and the chassis 3 can be removed. The front cylinder group 4 and the rear cylinder group 5 respectively connected to the front axle 7 and the rear axle 8 jointly drive the side chassis frame 302 to fold towards the bottom side of the main chassis frame 301. The front cylinder group 4 and the rear cylinder group 5 also serve as the relative torsion angle adjustment mechanism of the main chassis frame 301 and the side chassis frame 302, and the relative angle is adjusted through the differential telescoping inside each cylinder group. The counterweight adjustment module 14 adaptively adjusts along with the movement of the chassis 3.

[0025] In a preferred embodiment, wedge blocks 201 are provided at the four corners of the lifting pallet 2, and correspondingly inclined slots 101 are provided at the four corners of the bottom of the car body 1. The car body 1 is arranged on the lifting pallet 2 through the engagement of the wedge slots. Below the wedge blocks 201 at the four corners of the lifting pallet 2, there are also lifting legs 10 for supporting the car body 1 to separate it from the chassis 3.

[0026] The car body 1 is arranged on the lifting pallet 2 through the engagement of the wedge slots to prevent relative movement between the two. When it is necessary to connect the car body 1 to the chassis 3, the lifting legs 10 at the four corners are synchronously raised to leave enough space on the lifting pallet 2 to unfold the chassis 3. After aligning the supporting points, the lifting legs 10 are lowered so that the lifting pallet 2 abuts against and is fixedly connected to a plurality of supporting disks 9 to form a dragging structure for the car body 1.

[0027] In a preferred embodiment, the main chassis frame 301 is hinged to the side chassis frame 302 through a cardan joint 11. The cardan joint 11 includes a first yoke 1101 connected to the main chassis frame 301, a second yoke 1102 connected to the side chassis frame 302, and a cross shaft 1103. The transverse axis of the cross shaft 1103 is parallel to the width direction of the chassis 3, and its two ends are respectively rotatably connected to the two ends of the first yoke 1101. The longitudinal axis is perpendicular to the plane of the chassis 3, and its two ends are respectively rotatably connected to the two ends of the second yoke 1102. The opening direction of the first yoke 1101 vertically points downward below the chassis 3, and the opening direction of the second yoke 1102 points to the transverse central axis of the chassis 3, so that the side chassis frame 302 can be turned and folded below the main chassis frame 301 around the transverse axis, and a planar torsional degree of freedom is formed between the main chassis frame 301 and the side chassis frame 302; The opening depth of the first yoke 1101 is greater than the maximum outer extension dimension of the second yoke 1102, which is used to completely fold the main chassis frame 301 and the side chassis frame 302.

[0028] As a double-degree-of-freedom hinge between the main chassis frame 301 and the side chassis frame 302, the cardan joint 11 provides the degree of freedom for relative flipping and folding between the two and the degree of freedom for planar relative torsion, and at the same time allows a certain height difference between the two on the slope surface to adapt to the uneven road surface.

[0029] In a preferred embodiment, elastic connectors 12 are symmetrically provided on both sides of the cardan joint 11. One end of the elastic connector 12 is fixedly connected to the main chassis frame 301, and the other end is detachably connected to the side chassis frame 302 through a connecting hoop 13.

[0030] In a preferred embodiment, a fixing disk 1201 is provided at the detachable end of the elastic connecting member 12. A stepped surface is provided at the front end of the fixing disk 1201. A stepped groove adapted to the stepped surface of the fixing disk 1201 is provided in the connecting hoop 13. The connecting hoop 13 is composed of a fixed half-hoop 1301 fixedly connected to the side chassis frame 302 and a movable half-hoop 1302. One end of the movable half-hoop 1302 is rotatably connected to one end of the fixed half-hoop 1301, and the other end is detachably connected to the other end of the fixed half-hoop 1301 through a double-headed bolt 1303.

[0031] It is not enough to have only the cross universal joint 11 as the connecting member between the segments of the chassis. Elastic connecting members 12 on both sides are also required to increase the structural stability. The elastic connecting member 12 can resist the whipping and pulling off between the segments of the chassis during turning through its own large pre-compressed elastic force, and at the same time limit the relative torsion range and relative height fluctuation range between the chassis segments through its elastic deformation range. In the case where the chassis 3 needs to be folded, one end of the elastic connecting member 12 can also be released through the structure of the connecting hoop 13 to disconnect the connection between the segments, which is a flexible and reliable elastic regulation connection structure.

[0032] In a preferred embodiment, the structure of the support disk 9 is as follows: the boss at the upper end of the lower mounting seat 901 is sleeved in the sleeve at the lower end of the upper mounting seat 902. A main spring 903 is circumferentially provided between the top of the boss of the lower mounting seat 901 and the top inner wall of the sleeve of the upper mounting seat 902. A plurality of auxiliary springs 904 are evenly connected circumferentially between the outer edges of the upper mounting seat 902 and the lower mounting seat 901; A plurality of support disks 9 are symmetrically arranged along the longitudinal central axis of the chassis 3, and the number of them is at least two on the main chassis frame 301 and the two side chassis frames 302 respectively.

[0033] In a preferred embodiment, the lower mounting seat 901 is arranged in the corresponding mounting hole at the top of the chassis 3, and the upper mounting seat 902 extends a certain distance above the upper surface of the chassis 3 and is connected to the lower surface of the lifting support plate 2; The radial clearance between the boss of the lower mounting seat 901 and the inner wall of the sleeve of the upper mounting seat 902 is adapted to the maximum torsion angle of the main chassis frame 301 and the side chassis frame 302.

[0034] The upper end of the support disk 9 extends a certain distance above the upper surface of the chassis 3, providing a certain longitudinal elastic deformation margin for the support of the carport 1. The main spring 903 is the main longitudinal elastic support member, and its elastic modulus is set according to the weight of the carport 1. Since there is a radial clearance between the boss of the lower mounting seat 901 and the inner wall of the sleeve of the upper mounting seat 902, the main spring 903 has a certain radial movement space. While the plurality of circumferential auxiliary springs 904 uniformly bear the circumferential force of the support disk 9, they can also limit the radial movement range of the main spring 903 to a certain extent, ensuring the reliability of the support connection structure between the carport 1 and the chassis 3.

[0035] When a planar relative torsion occurs between the main chassis frame 301 and the side chassis frame 302, the support disk 9 makes an adaptive adjustment of the connection point orientation through this radial clearance.

[0036] In a preferred embodiment, the counterweight adjustment module 14 includes a main counterweight adjustment unit below the main chassis frame 301 and two sub-counterweight adjustment units below the two side chassis frames 302. The structure of each counterweight adjustment unit is as follows: the longitudinal lead screw 1401 and the longitudinal guide rail 1402 are arranged in parallel along the longitudinal central axis direction of the chassis 3. The longitudinal guide rail 1402 is connected to the lower surface of the chassis 3. The slider 1403 is threadedly connected to the longitudinal lead screw 1401 through the lead screw nut portion in the middle. Its upper end is slidably connected to the longitudinal guide rail 1402, and its lower end is connected to the counterweight block 1405, forming a linearly guided mechanism with double constraints. The output shaft of the adjustment motor 1404 is connected to one end of the longitudinal lead screw 1401 to drive the counterweight block 1405 to move linearly along the longitudinal central axis direction.

[0037] Due to the segmented chassis 3 structure, the flexibility of the structure is increased, and the problem of changing the center of gravity is added to the dragging structure. Therefore, separate counterweight adjustment units need to be added to each segment to adjust the towing distance in different driving states, and to avoid the overcorrection disturbance of the steering system, which may cause periodic oscillation, similar to the pendulum effect, and result in a "death wobble" accident.

[0038] In a preferred embodiment, the chassis 3 is connected to the tractor through a traction member 15. A pressure sensor 16 is provided at the connection between the traction member 15 and the chassis 3 for real-time monitoring of the load distribution of the chassis 3. An angle sensor 17 is also provided at the connection between the traction member 15 and the chassis 3 for detecting the relative deflection angle between the chassis 3 and the traction end. Acceleration sensors 18 are respectively provided in the middle parts of the main chassis frame 301 and the two side chassis frames 302 for detecting the lateral acceleration and the vibration signals of the tail wagging tendency of each segment of the chassis 3. The pressure sensor 16, the angle sensor 17, the three acceleration sensors 18 are signal-connected to the control unit 19, and the control unit 19 is electrically connected to the front cylinder group 4, the rear cylinder group 5, and the counterweight adjustment module 14.

[0039] Embodiment 2 Further described in combination with Embodiment 1, as Figures 1 - 15 shown in the structure, a dynamic control method for an adaptive towing chassis of a vehicle house, the method includes: S1. Tail wag suppression control: When any of the acceleration sensors 18 detects that the lateral acceleration of the corresponding section of the chassis 3 exceeds the set threshold, the control unit 19 calculates the direction of the tail wag torque by combining the load distribution data of the pressure sensor 16, and drives the main counterweight adjustment unit and the corresponding side's auxiliary counterweight adjustment unit of the counterweight adjustment module 14 to move the counterweight blocks 1405 in opposite directions to form a reverse balancing torque. At the same time, it controls the differential expansion and contraction of the corresponding side's telescopic cylinders in the front cylinder group 4 and the rear cylinder group 5 to correct the wheel steering angle; S2. Adaptive turning radius adjustment: The control unit 19 dynamically calculates the target turning radius based on the real-time deflection angle of the angle sensor 17 and the traction point pressure gradient data of the pressure sensor 16, and controls the symmetric cylinder groups of the front cylinder group 4 and the rear cylinder group 5 to perform asymmetric expansion and contraction actions, so that the front axle 7 and the rear axle 8 form a steering angle difference. At the same time, it judges the inside and outside wheel pressure differences through the data of the pressure sensor 16, and drives the counterweight blocks 1405 to concentrate and distribute towards the inside of the turn along the longitudinal guide rail 1402 to reduce the centrifugal torque; S3. Folding mode control: After receiving the folding instruction, disconnect the connection between the chassis 3 and the lifting pallet 2. The lifting legs 10 lift the car body 1 through the lifting pallet 2. The control unit 19 drives all the counterweight blocks 1405 to reset to the longitudinal center position of the corresponding part, releases the constraint of the connecting hoop 13 of the elastic connecting member 12, and controls the front cylinder group 4 and the rear cylinder group 5 to synchronously contract to the shortest stroke so that the side chassis frame 302 folds down around the transverse axis of the cross universal joint 11. During the folding process, the position of the counterweight blocks 1405 is adjusted in real time to maintain the center of gravity balance.

[0040] The above embodiments are only the preferred technical solutions of the present invention and should not be regarded as limitations on the present invention. The protection scope of the present invention should be the technical solutions recorded in the claims, including the equivalent replacement solutions of the technical features in the technical solutions recorded in the claims. That is, the equivalent replacement improvements within this scope are also within the protection scope of the present invention.

Claims

1. An adaptive towing chassis for a vehicle garage, characterized in that: It includes a car house (1), a lifting pallet (2) and a chassis (3). The chassis (3) is a foldable and twistable three-section structure composed of a main chassis frame (301) and side chassis frames (302) symmetrically and rotatably connected to both ends thereof. Inside the chassis (3), a front cylinder group (4) and a rear cylinder group (5) are symmetrically arranged along the transverse central axis. Each cylinder group is symmetrically provided with two parallel telescopic cylinders along the longitudinal central axis of the chassis (3). The ends of the cylinder bodies are rotationally connected to the middle part of the main chassis frame (301) through a rotating shaft (6), and the piston rod ends are respectively rotationally connected to both ends of the front axle (7) and the rear axle (8). The car house (1) is installed on the lifting pallet (2) and is detachably connected to the chassis (3) through a plurality of support disks (9). A counterweight adjustment module (14) is also provided on the longitudinal central axis of the chassis (3).

2. The self-adaptive towing chassis for a carport according to claim 1, characterized in that: Wedges (201) are provided at the four corners of the lifting pallet (2), and correspondingly inclined slots (101) are provided at the four corners of the bottom of the car house (1). The car house (1) is arranged on the lifting pallet (2) through the engagement of the wedge slots. Below the wedges (201) at the four corners of the lifting pallet (2), there are also lifting legs (10) for propping up the car house (1) to separate it from the chassis (3).

3. The self-adaptive dragging chassis for a carport according to claim 1, characterized in that: The main chassis frame (301) is hinged to the side chassis frame (302) through a cross universal joint (11). The cross universal joint (11) includes a first yoke (1101) connected to the main chassis frame (301), a second yoke (1102) connected to the side chassis frame (302), and a cross shaft (1103). The transverse axis of the cross shaft (1103) is parallel to the width direction of the chassis (3), and both ends thereof are rotationally connected to both ends of the first yoke (1101). The longitudinal axis is perpendicular to the plane of the chassis (3), and both ends thereof are rotationally connected to both ends of the second yoke (1102). The opening direction of the first yoke (1101) vertically points downward of the chassis (3), and the opening direction of the second yoke (1102) points to the transverse central axis of the chassis (3), so that the side chassis frame (302) can be flipped and folded below the main chassis frame (301) around the transverse axis, and a planar torsion degree of freedom is formed between the main chassis frame (301) and the side chassis frame (302); The opening depth of the first yoke (1101) is greater than the maximum outer extension dimension of the second yoke (1102) for completely folding the main chassis frame (301) and the side chassis frame (302).

4. The self - adaptive dragging chassis for a carport according to claim 3, characterized in that: Elastic connectors (12) are symmetrically provided on both sides of the cross universal joint (11). One end of the elastic connector (12) is fixedly connected to the main chassis frame (301), and the other end is detachably connected to the side chassis frame (302) through a connecting hoop (13).

5. The self - adaptive towing chassis for a carport according to claim 4, characterized in that: The disassembly end of the elastic connecting piece (12) is provided with a fixing disk (1201). The front end of the fixing disk (1201) is provided with a stepped surface. A stepped groove adapted to the stepped surface of the fixing disk (1201) is arranged inside the connecting hoop (13). The connecting hoop (13) is composed of a fixed half hoop (1301) fixedly connected to the side chassis frame (302) and a movable half hoop (1302). One end of the movable half hoop (1302) is rotatably connected to one end of the fixed half hoop (1301), and the other end is detachably connected to the other end of the fixed half hoop (1301) through a double-headed bolt (1303).

6. The self - adaptive dragging chassis for a carport according to claim 1, wherein: The structure of the support disk (9) is as follows: the boss at the upper end of the lower mounting seat (901) is sleeved inside the sleeve at the lower end of the upper mounting seat (902). A main spring (903) is circumferentially arranged between the top end of the boss of the lower mounting seat (901) and the top end of the inner wall of the sleeve of the upper mounting seat (902). A plurality of auxiliary springs (904) are evenly connected circumferentially between the outer edges of the upper mounting seat (902) and the lower mounting seat (901); A plurality of support disks (9) are symmetrically arranged along the longitudinal central axis of the chassis (3), and the number of them is at least two respectively on the main chassis frame (301) and the two side chassis frames (302).

7. The self-adaptive dragging chassis of a vehicle garage according to claim 6, wherein: The lower mounting seat (901) is arranged in the corresponding mounting hole at the top end of the chassis (3), and the upper mounting seat (902) extends a certain distance above the upper surface of the chassis (3) and is connected to the lower surface of the lifting support plate (2); The radial clearance between the boss of the lower mounting seat (901) and the inner wall of the sleeve of the upper mounting seat (902) is adapted to the maximum torsion angle of the main chassis frame (301) and the side chassis frame (302).

8. The self - adaptive dragging chassis for a carport according to claim 1, characterized in that: counterweight The adjustment module (14) includes a main counterweight adjustment unit below the main chassis frame (301) and two auxiliary counterweight adjustment units below the two side chassis frames (302). The structure of each counterweight adjustment unit is as follows: the longitudinal lead screw (1401) and the longitudinal guide rail (1402) are arranged in parallel along the longitudinal central axis direction of the chassis (3). The longitudinal guide rail (1402) is connected to the lower surface of the chassis (3). The slider (1403) is in threaded transmission connection with the longitudinal lead screw (1401) through the lead screw nut part in the middle. Its upper end is slidably connected to the longitudinal guide rail (1402), and its lower end is connected to the counterweight block (1405), forming a linear guiding mechanism with double constraints. The output shaft of the adjustment motor (1404) is connected to one end of the longitudinal lead screw (1401) to drive the counterweight block (1405) to move linearly along the longitudinal central axis direction.

9. The self-adaptive towing chassis for a carport according to claim 1, wherein: The chassis (3) is connected to the tractor through a traction member (15). A pressure sensor (16) is arranged at the connection between the traction member (15) and the chassis (3) for real-time monitoring of the load distribution of the chassis (3); An angle sensor (17) is also arranged at the connection between the traction member (15) and the chassis (3) for detecting the relative deflection angle between the chassis (3) and the traction end; Acceleration sensors (18) are respectively arranged in the middle parts of the main chassis frame (301) and the two side chassis frames (302) for detecting the lateral acceleration and the vibration signals of the wagging tendency of each section of the chassis (3); The pressure sensor (16), the angle sensor (17), and three acceleration sensors (18) are signal-connected to the control unit (19), and the control unit (19) is electrically connected to the front cylinder group (4), the rear cylinder group (5), and the counterweight adjustment module (14).

10. The dynamic control method of an adaptive towing chassis for a carport according to any one of claims 1 to 9, characterized in that: The method includes: S1. Tail wagging suppression control: When any one of the acceleration sensors (18) detects that the lateral acceleration of the corresponding segment of the chassis (3) exceeds the set threshold, the control unit (19) calculates the direction of the tail wagging moment in combination with the load distribution data of the pressure sensor (16), and drives the main counterweight adjustment unit and the auxiliary counterweight adjustment unit on the corresponding side of the counterweight adjustment module (14) to move the counterweight block (1405) in the opposite direction to form an opposite balancing moment. At the same time, the control unit controls the differential expansion and contraction of the expansion and contraction cylinders on the corresponding side in the front cylinder group (4) and the rear cylinder group (5) to correct the wheel steering angle; S2. Adaptive adjustment of turning radius: The control unit (19) dynamically calculates the target turning radius according to the real-time deflection angle of the angle sensor (17) and the traction point pressure gradient data of the pressure sensor (16), and controls the symmetric cylinder groups of the front cylinder group (4) and the rear cylinder group (5) to perform asymmetric expansion and contraction actions, so that the front axle (7) and the rear axle (8) form a steering angle difference. At the same time, the control unit judges the inner and outer wheel pressure differences through the data of the pressure sensor (16), and drives the counterweight block (1405) to concentrate and distribute towards the inner side of the turn along the longitudinal guide rail (1402) to reduce the centrifugal moment; S3. Folding mode control: After receiving the folding instruction, the connection between the chassis (3) and the lifting pallet (2) is separated, the lifting leg (10) jacks up the vehicle house (1) through the lifting pallet (2), the control unit (19) drives all the counterweight blocks (1405) to reset to the longitudinal center position of the corresponding part, releases the constraint of the connecting hoop (13) of the elastic connecting member (12), and controls the front cylinder group (4) and the rear cylinder group (5) to synchronously contract to the shortest stroke so that the side chassis frame (302) folds down around the transverse axis of the cross universal joint (11). During the folding process, the position of the counterweight block (1405) is adjusted in real time to maintain the center of gravity balance.

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