A new energy logistics vehicle active gravity center adjusting system

Abstract

The application discloses a new energy logistics vehicle active gravity center adjusting system, which comprises a collecting mechanism arranged on a vehicle frame and used for collecting the posture of the logistics vehicle, a transverse adjusting mechanism with a fixed end connected to the vehicle frame and a movable end connected to a vehicle box, and a longitudinal adjusting mechanism with a fixed end connected to the transverse adjusting mechanism and a movable end connected to the vehicle box. When the gravity center of the logistics vehicle is transversely deviated, the transverse adjusting mechanism drives the vehicle box to be transversely tilted to offset the transverse centrifugal force. When the gravity center of the logistics vehicle is longitudinally deviated, the longitudinal adjusting mechanism drives the vehicle box to be longitudinally tilted to offset the longitudinal centrifugal force. The new energy logistics vehicle active gravity center adjusting system has the advantages that the vehicle box is actively tilted to adjust the posture through the transverse and longitudinal adjusting mechanisms, the gravity center position is dynamically corrected in real time, the driving instability problems caused by sudden turning rollover, gravity center imbalance on a slope and the like are effectively avoided, and the safety hidden danger is solved from the aspects of load bearing and gravity center regulation and control by means of the cooperation of the mechanical structure and real-time collection and adjustment. The overall structure is simple, the manufacturing cost is low, and the post-maintenance is convenient.

Description

Technical Field

[0001] This invention relates to the field of new energy logistics vehicles, and specifically to an active center of gravity adjustment system for new energy logistics vehicles. Background Technology

[0002] In recent years, new energy logistics vehicles have gradually become core transportation tools for short-distance urban delivery and intra-city freight due to their advantages of being green and environmentally friendly and having low operating costs. The industry's fleet size continues to rise, and application scenarios are becoming increasingly complex, covering various working conditions such as frequent starts and stops on urban roads, sharp turns, hill starts, and alternating heavy and light loads. Currently, the overall load-bearing and center-of-gravity control structure of new energy logistics vehicles generally follows the design concept of traditional fuel-powered trucks, with the core technology being "rigid load-bearing + passive buffering," which has become the mainstream existing technical solution in the industry.

[0003] In this type of existing technology, the chassis serves as the core load-bearing foundation of the entire vehicle. The cargo box and chassis are fixed and rigidly connected by bolts, welding, or other methods, with no relative space for movement. This directly results in the cargo box's center of gravity being fixed relative to the chassis, making it impossible to adaptively adjust to changes in vehicle driving conditions and load distribution. Regarding road bumps and load fluctuations during vehicle operation, existing technologies mainly rely on passive suspension systems for damping and shock absorption. Conventional passive suspensions consist of leaf spring assemblies and hydraulic shock absorbers. The leaf springs bear the vehicle load and buffer road impacts, while the hydraulic shock absorbers suppress the spring's reciprocating vibration. Both can only passively cope with small load fluctuations and normal road bumps through their own structural deformation, lacking active control or intervention capabilities.

[0004] As urban delivery conditions become increasingly complex, scenarios such as sharp turns, emergency braking, and hill starts occur frequently. Coupled with uneven cargo distribution within the cargo box and dynamic load shifting during transport, the design flaws of a fixed center of gravity are gradually becoming apparent. To compensate for the safety shortcomings of passive buffer structures, some existing technologies attempt to incorporate advanced active safety systems such as ESC (Electronic Stability Control) and AEBS (Advanced Emergency Braking System). These systems use high-precision sensors to collect vehicle attitude signals and rely on dedicated control units to intervene in braking, indirectly correcting the vehicle's driving posture. However, the core components of these systems are expensive, and subsequent maintenance costs are high, contradicting the core operational requirements of new energy logistics vehicles that prioritize low cost and high performance, making large-scale application difficult in the industry. Therefore, this application proposes an active center of gravity adjustment system for new energy logistics vehicles. Summary of the Invention

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose an active center of gravity adjustment system for new energy logistics vehicles, which solves the technical problems of poor passive response to load fluctuations and high cost of active safety systems in the prior art.

[0006] To achieve the above-mentioned technical objectives, the present invention provides an active center of gravity adjustment system for a new energy logistics vehicle, including a data acquisition mechanism disposed on the vehicle frame for acquiring the vehicle's attitude; and, An adjustment device is provided, comprising a lateral adjustment mechanism and a longitudinal adjustment mechanism. The fixed end of the lateral adjustment mechanism is connected to the vehicle frame, and the movable end is connected to the vehicle body. It is used to drive the vehicle body to tilt laterally when the center of gravity of the logistics vehicle shifts laterally, so as to counteract the lateral centrifugal force. The fixed end of the longitudinal adjustment mechanism is connected to the lateral adjustment mechanism, and the movable end is connected to the vehicle body. It is used to drive the vehicle body to tilt longitudinally when the center of gravity of the logistics vehicle shifts longitudinally, so as to counteract the longitudinal centrifugal force.

[0007] In some embodiments, the acquisition mechanism includes a controller, an attitude sensor, and a center of gravity displacement sensor mounted on the vehicle frame. The controller, attitude sensor, and center of gravity displacement sensor are electrically connected to the bus system of the logistics vehicle. The attitude sensor is used to acquire the attitude of the logistics vehicle in real time, and the center of gravity displacement sensor is used to acquire the center of gravity offset of the logistics vehicle in real time. The controller controls the operation of the lateral adjustment mechanism and the longitudinal adjustment mechanism based on the data acquired by the attitude sensor and the center of gravity displacement sensor.

[0008] In some embodiments, the lateral adjustment mechanism includes a support plate, a first rotating rod, a first sleeve, a first hydraulic cylinder, a first wedge, and a first wedge rail. The first rotating rod is fixedly connected to the support plate, the first sleeve is fixedly connected to the vehicle frame, the first rotating rod is rotatably connected inside the first sleeve, the first hydraulic cylinder is mounted on the vehicle frame, the first wedge is slidably connected to the vehicle frame along the lateral direction of the logistics vehicle, the piston rod of the first hydraulic cylinder is connected to the first wedge, the first wedge rail is connected to the vehicle body, the first wedge is slidably connected to the first wedge rail, and the inclined surface on the first wedge abuts against the inclined surface on the first wedge rail.

[0009] In some embodiments, the longitudinal adjustment mechanism includes a second rotating rod, a second sleeve, a second hydraulic cylinder, a second wedge, and a second wedge rail. The second rotating rod is fixedly connected to the vehicle body, the second sleeve is fixedly connected to the bearing plate, the second rotating rod is rotatably connected inside the second sleeve, the second hydraulic cylinder is mounted on the bearing plate, the second wedge is slidably connected to the bearing plate along the transverse direction of the logistics vehicle, the piston rod of the second hydraulic cylinder is connected to the second wedge, the second wedge rail is connected to the vehicle body, the second wedge is slidably connected to the second wedge rail, and the inclined surface on the second wedge abuts against the inclined surface on the second wedge rail.

[0010] In some embodiments, the center of gravity adjustment system further includes an anti-tipping mechanism located inside the vehicle body. The anti-tipping mechanism is used to prevent the center of gravity of the logistics vehicle from becoming unstable due to cargo shifting or tipping during the center of gravity adjustment process.

[0011] In some embodiments, the anti-tilt mechanism includes a negative pressure pad, a negative pressure pipe, a negative pressure pump, and a solenoid valve. The negative pressure pad is connected to the vehicle body and is used to support cargo. The negative pressure pad has negative pressure holes and a negative pressure chamber. The outlet of the negative pressure chamber is connected to the inlet of the negative pressure pipe, and the outlet of the negative pressure pipe is connected to the inlet of the negative pressure pump. The solenoid valve is installed on the negative pressure pipe, and the negative pressure pump, the solenoid valve, and the controller are electrically connected.

[0012] In some embodiments, the anti-tilt mechanism further includes a filter screen connected to the negative pressure hole.

[0013] In some embodiments, the anti-tipping mechanism further includes a baffle and a buffer assembly. The baffle is slidably connected to both sides of the negative pressure pad along the lateral side of the logistics vehicle. The baffle is used to abut against the goods. The two ends of the buffer assembly are respectively connected to the baffle and the negative pressure pad.

[0014] In some embodiments, the buffer assembly includes a support rod, a telescopic rod, and a spring. The support rod is connected to the negative pressure pad, one end of the telescopic rod is connected to the support rod, the other end of the telescopic rod is connected to the baffle, and the spring is sleeved on the telescopic rod, with the spring in its original length or compressed state.

[0015] In some embodiments, the telescopic rod includes a first rod body and a second rod body, the first rod body being connected to the support rod, the second rod body being slidably connected to the first rod body along the length direction of the first rod body, and the end of the second rod body away from the first rod body being connected to the baffle.

[0016] Compared with the prior art, the beneficial effects of the present invention include: Breaking away from the traditional limitations of rigid fixed cargo box and frame and unadjustable center of gravity, this technology addresses the complex scenarios in urban delivery, such as frequent starts and stops, sharp turns, hill driving, alternating heavy and light loads, and uneven cargo distribution. Through lateral and longitudinal adjustment mechanisms, it actively tilts and adjusts the cargo box, dynamically correcting the center of gravity position in real time. This effectively avoids driving instability caused by sharp turns leading to rollover, hill-start imbalance, braking nose-dive, and load transfer. It is fully adapted to the diverse and high-frequency working conditions of new energy logistics vehicles, significantly improving the overall driving safety and stability. There is no need to install expensive and high-maintenance active safety components such as ESC and AEBS. Relying on the combination of mechanical structure and real-time data collection and adjustment, it directly solves safety hazards from the perspective of load-bearing and center of gravity control. The overall structure is simple, the manufacturing cost is low, and the later maintenance is convenient, which meets the core operation requirements of low cost and high cost performance of new energy logistics vehicles. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the center of gravity adjustment system provided by the present invention; Figure 2 This is a first-view overall structural cross-sectional view of the center of gravity adjustment system provided by the present invention; Figure 3 This is a second-view overall structural cross-sectional view of the center of gravity adjustment system provided by the present invention; Figure 4 This is a schematic diagram of the overall structure of the anti-tilt mechanism provided by the present invention.

[0018] Explanation of reference numerals in the attached figures: 1. Logistics vehicle; 11. Frame; 12. Cargo box; 2. Data acquisition mechanism; 21. Controller; 22. Attitude sensor; 23. Center of gravity displacement sensor; 3. Lateral adjustment mechanism; 31. Bearing plate; 32. First rotating rod; 33. First sleeve; 34. First hydraulic cylinder; 35. First wedge; 36. First wedge rail; 4. Longitudinal adjustment mechanism; 41. Second rotating rod; 42. Second sleeve; 43. Second hydraulic cylinder; 44. Second wedge; 45. Second wedge rail; 5. Anti-tilt mechanism; 51. Negative pressure pad; 52. Negative pressure pipe; 53. Negative pressure pump; 54. Solenoid valve; 55. Negative pressure hole; 56. Negative pressure chamber; 57. Filter screen; 58. Baffle; 59. Buffer assembly; 592. Telescopic rod; 5921. First rod body; 5922. Second rod body; 593. Spring. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0020] Example 1: This invention provides an active center of gravity adjustment system for new energy logistics vehicles, the structure of which is as follows: Figure 1 - Figure 4 As shown, a data acquisition mechanism 2 is mounted between the frame 11 and the cargo box 12 of the logistics vehicle 1, and is disposed on the frame 11 for acquiring the attitude of the logistics vehicle 1; and, The adjustment device includes a lateral adjustment mechanism 3 and a longitudinal adjustment mechanism 4. The lateral direction refers to the width direction of the logistics vehicle 1, and the longitudinal direction refers to the length direction of the logistics vehicle 1. The fixed end of the lateral adjustment mechanism 3 is connected to the frame 11, and the movable end is connected to the vehicle body 12. It is used to drive the vehicle body 12 to tilt laterally when the center of gravity of the logistics vehicle 1 shifts laterally, so as to counteract the lateral centrifugal force. The fixed end of the longitudinal adjustment mechanism 4 is connected to the lateral adjustment mechanism 3, and the movable end is connected to the vehicle body 12. It is used to drive the vehicle body 12 to tilt longitudinally when the center of gravity of the logistics vehicle 1 shifts longitudinally, so as to counteract the longitudinal centrifugal force.

[0021] When in use, if the vehicle is in a sharp turn or the cargo is unevenly distributed laterally, and there is a risk of lateral shift in the center of gravity and a risk of rollover, the lateral adjustment mechanism 3 will respond immediately. Its fixed end is supported by the frame 11 for stability, and the movable end moves synchronously, causing the cargo box to tilt in the opposite direction to the lateral centrifugal force. By actively adjusting the lateral angle of the cargo box, the lateral centrifugal force is dynamically offset, and the lateral center of gravity of the whole vehicle is quickly corrected, so that the center of gravity of the whole vehicle returns to the stable range, avoiding the risk of rollover caused by excessive shift in the center of gravity.

[0022] When the vehicle is driving on a slope, braking suddenly, starting on a slope, or moving cargo longitudinally, and there is a longitudinal shift in the center of gravity, the front of the vehicle tilting up or down, or a decrease in driving stability, the longitudinal adjustment mechanism 4 is activated. Its fixed end relies on the lateral adjustment mechanism 3 to achieve overall load-bearing, while the movable end drives the cargo box to tilt longitudinally, actively adjusting the longitudinal pitch angle of the cargo box to counteract the longitudinal inertial force and the center of gravity shift caused by the slope, correcting the longitudinal center of gravity of the whole vehicle, ensuring balanced ground force of the wheels, and improving the stability of braking, starting, and driving on slopes.

[0023] This invention breaks through the limitations of traditional rigid fixed cargo box and frame 11 and unadjustable center of gravity. It addresses complex scenarios in urban delivery such as frequent starts and stops, sharp turns, slope driving, alternating heavy and light loads, and uneven cargo distribution. Through the lateral and longitudinal adjustment mechanisms 4, the cargo box is actively tilted and adjusted, and the center of gravity position is dynamically corrected in real time. This effectively avoids driving instability caused by sharp turns and rollovers, slope imbalance, braking pitch and pitch, and load transfer. It fully adapts to the diverse and high-frequency working conditions of new energy logistics vehicles 1, and greatly improves the driving safety and stability of the entire vehicle.

[0024] There is no need to install expensive and high-maintenance active safety components such as ESC and AEBS. Relying on the combination of mechanical structure and real-time data collection and adjustment, it directly solves safety hazards from the perspective of load-bearing and center of gravity control. The overall structure is simple, the manufacturing cost is low, and the later maintenance is convenient, which meets the core operation requirements of low cost and high cost performance of new energy logistics vehicles.

[0025] To achieve real-time attitude acquisition of logistics vehicle 1, please refer to... Figure 1 In a preferred embodiment, the data acquisition mechanism 2 includes a controller 21, an attitude sensor 22, and a center of gravity displacement sensor 23 mounted on the frame 11. The controller 21, attitude sensor 22, and center of gravity displacement sensor 23 are electrically connected to the bus system of the logistics vehicle 1. The attitude sensor 22 is used to acquire the attitude of the logistics vehicle 1 in real time, and the center of gravity displacement sensor 23 is used to acquire the center of gravity offset of the logistics vehicle 1 in real time. The controller 21 controls the operation of the lateral adjustment mechanism 3 and the longitudinal adjustment mechanism 4 based on the data acquired by the attitude sensor 22 and the center of gravity displacement sensor 23.

[0026] During use, the attitude sensor 22 collects dynamic attitude data of the entire vehicle in real time while the vehicle is in motion, including attitude parameters such as vehicle steering angle, lateral roll angle, longitudinal pitch angle, driving speed, braking status, and slope gradient, accurately capturing changes in operating conditions such as sharp turns, emergency braking, driving on slopes, and frequent starts and stops. At the same time, the center of gravity displacement sensor 23 synchronously monitors the load distribution status of the entire vehicle, the lateral and longitudinal offset of the cargo box center of gravity, accurately identifies the center of gravity anomaly data caused by uneven cargo distribution and dynamic load migration during transportation, and transmits various center of gravity offset signals to the bus system in real time.

[0027] As the control unit of the acquisition mechanism 2, the controller 21 receives real-time data uploaded by the attitude sensor 22 and the center of gravity displacement sensor 23 through the bus system. It quickly analyzes, calculates and judges the data to identify the current direction and magnitude of the vehicle's center of gravity offset and the corresponding driving conditions. Subsequently, the controller 21 generates corresponding action commands based on the preset control logic and the real-time acquired working conditions and offset data. These commands are then synchronously sent to the lateral adjustment mechanism 3 and the longitudinal adjustment mechanism 4 through the bus system to precisely control the start, stop, action magnitude and tilt angle of the two mechanisms, thereby achieving adaptive and high-precision active adjustment of the cargo box's attitude.

[0028] To achieve lateral center of gravity adjustment, please refer to... Figure 2In a preferred embodiment, the lateral adjustment mechanism 3 includes a bearing plate 31, a first rotating rod 32, a first sleeve 33, a first hydraulic cylinder 34, a first wedge block 35, and a first wedge rail 36. The first rotating rod 32 is fixedly connected to the bearing plate 31, the first sleeve 33 is fixedly connected to the frame 11, the first rotating rod 32 is rotatably connected inside the first sleeve 33, the first hydraulic cylinder 34 is installed on the frame 11, the first wedge block 35 is slidably connected to the frame 11 along the lateral direction of the logistics vehicle 1, the piston rod of the first hydraulic cylinder 34 is connected to the first wedge block 35, the first wedge rail 36 is connected to the vehicle body 12, the first wedge block 35 is slidably connected to the first wedge rail 36, and the inclined surface on the first wedge block 35 abuts against the inclined surface on the first wedge rail 36.

[0029] In use, to address the imbalance of the center of gravity on one side caused by sharp turns of the vehicle and lateral shift of the cargo, the controller 21 precisely controls the left and right first hydraulic cylinders 34 to make differentiated extension and retraction movements based on the offset direction and offset amplitude data collected by the center of gravity displacement sensor 23 and the attitude sensor 22: when the vehicle makes a sharp left turn and there is a risk of right-side center of gravity shift and rollover, the piston rod of the right first hydraulic cylinder 34 extends, pushing the right first wedge block 35 to slide laterally inward along the logistics vehicle 1, while the piston rod of the left first hydraulic cylinder 34 retracts simultaneously, causing the left first wedge block 35 to slide outward; conversely, when the vehicle makes a sharp right turn, the piston rod of the left first hydraulic cylinder 34 extends, and the piston rod of the right first hydraulic cylinder 34 retracts.

[0030] The first wedge blocks 35 on both sides slide in opposite directions simultaneously. By utilizing the contact transmission effect between their respective inclined surfaces and the inclined surfaces of the corresponding first wedge rails 36, the lateral linear motion is converted into a vertical lifting force. One wedge block lifts the corresponding wedge rail to raise the side of the cargo box, while the other wedge block slides down to cooperate with the tilting and falling of the cargo box. This allows the cargo box to tilt smoothly in the opposite direction of centrifugal force with the first rotating rod 32 as the axis. Through symmetrical force on both sides and coordinated drive, the force is balanced during the lateral tilting of the cargo box.

[0031] By adjusting the extension and retraction stroke of the first hydraulic cylinders 34 on both sides, the lateral tilt angle of the cargo box can be precisely controlled, quickly offsetting the lateral centrifugal force and correcting the center of gravity shift. After the vehicle posture is stable and the center of gravity is reset, the first hydraulic cylinders 34 on both sides reset synchronously, driving the first wedge block 35 back to its initial position. Under its own weight and the combined action of the two side mechanisms, the cargo box smoothly returns to a horizontal state.

[0032] To achieve longitudinal center of gravity adjustment, please refer to... Figure 3In a preferred embodiment, the longitudinal adjustment mechanism 4 includes a second rotating rod 41, a second sleeve 42, a second hydraulic cylinder 43, a second wedge 44, and a second wedge rail 45. The second rotating rod 41 is fixedly connected to the carriage 12, the second sleeve 42 is fixedly connected to the support plate 31, the second rotating rod 41 is rotatably connected inside the second sleeve 42, the second hydraulic cylinder 43 is installed on the support plate 31, the second wedge 44 is slidably connected to the support plate 31 along the transverse direction of the logistics vehicle 1, the piston rod of the second hydraulic cylinder 43 is connected to the second wedge 44, the second wedge rail 45 is connected to the carriage 12, the second wedge 44 is slidably connected to the second wedge rail 45, and the inclined surface on the second wedge 44 abuts against the inclined surface on the second wedge rail 45.

[0033] When in use, when the controller 21 detects abnormal longitudinal posture or center of gravity shift of the vehicle, the two sets of longitudinal adjustment mechanisms 4 at the front and rear are controlled to perform counter-coordinated extension and retraction actions to adapt to different imbalance scenarios: when the vehicle brakes suddenly and the center of gravity shifts forward, causing a potential nose-diving hazard, the piston rod of the rear second hydraulic cylinder 43 extends, pushing the rear second wedge block 44 to slide forward, lifting the corresponding second wedge rail 45 through wedge surface transmission, raising the rear of the cargo box, and the front second hydraulic cylinder 43 retracts synchronously, driving the front second wedge block 44 to slide backward, cooperating with the head of the cargo box to sink, counteracting the forward tilting inertia; when the vehicle starts on a slope, the center of gravity shifts backward and the head rises, or when the center of gravity tilts excessively forward when going down a slope, the controller 21 adjusts the extension and retraction stroke of the front and rear hydraulic cylinders accordingly to raise the head or tail of the cargo box and correct the longitudinal center of gravity position.

[0034] By precisely controlling the extension and retraction stroke of the two sets of second hydraulic cylinders 43, the longitudinal pitch angle of the cargo box can be flexibly adjusted to achieve adaptive compensation of the longitudinal center of gravity. After the vehicle posture is stable and the center of gravity is reset, the front and rear second hydraulic cylinders 43 retract and reset synchronously, the second wedge block 44 slides in the opposite direction, the lifting force of the wedge surface is eliminated, and the cargo box smoothly returns to a horizontal state under its own weight and the coordinated action of the two side mechanisms.

[0035] To reduce the possibility of cargo tipping over, please refer to Figure 4 In a preferred embodiment, the center of gravity adjustment system further includes an anti-tipping mechanism 5, which is located inside the vehicle body 12. The anti-tipping mechanism 5 is used to prevent the center of gravity of the logistics vehicle 1 from becoming unstable due to the deviation or tipping of goods during the center of gravity adjustment process.

[0036] When in use, the anti-tipping mechanism 5 is installed inside the cargo box and is controlled synchronously with the lateral adjustment mechanism 3 and the longitudinal adjustment mechanism 4 by the controller 21. This forms a dual stabilization control system that actively adjusts the center of gravity and synchronously limits the cargo position. This solves the problem that during the lateral and longitudinal tilting adjustment of the cargo box, the cargo inside may shift or tip over due to inertia and slope, which could lead to secondary instability of the vehicle's center of gravity and exacerbate the risk of rollover and pitching.

[0037] To reduce the possibility of cargo tipping over, please refer to Figure 2In a preferred embodiment, the anti-tipping mechanism 5 includes a negative pressure pad 51, a negative pressure pipe 52, a negative pressure pump 53, and a solenoid valve 54. The negative pressure pad 51 is connected to the carriage 12 and is used to carry goods. The negative pressure pad 51 is provided with a negative pressure hole 55 and a negative pressure chamber 56. The outlet of the negative pressure chamber 56 is connected to the inlet of the negative pressure pipe 52, and the outlet of the negative pressure pipe 52 is connected to the inlet of the negative pressure pump 53. The solenoid valve 54 is installed on the negative pressure pipe 52, and the negative pressure pump 53, the solenoid valve 54, and the controller 21 are electrically connected.

[0038] When in use, after the vehicle is parked normally and the cargo is loaded, the controller 21 pre-starts the negative pressure pump 53 and opens the solenoid valve 54 on the negative pressure pipe 52. The negative pressure pump 53 is powered on and runs, continuously drawing air from the negative pressure chamber 56 inside the negative pressure pad 51 through the negative pressure pipe 52, so that a stable negative pressure environment is formed in the negative pressure chamber 56. The external atmospheric pressure acts on the bottom of the cargo through the negative pressure hole 55, and the bottom of the cargo is stably adsorbed onto the top surface of the negative pressure pad 51, completing the initial flexible fixation of the cargo. At this time, the solenoid valve 54 remains open to maintain a constant negative pressure in the chamber.

[0039] When the vehicle enters a complex working condition, the controller 21 controls the lateral or longitudinal adjustment mechanism 4 to start, and at the moment the cargo box tilts to adjust the center of gravity, the controller 21 simultaneously issues a command to maintain the operation of the negative pressure pump 53 and the solenoid valve 54 to remain open. The negative pressure chamber 56 continuously maintains a stable negative pressure, and the negative pressure adsorption force firmly adheres to the bottom of the cargo, offsetting the lateral centrifugal force and longitudinal inertial force on the cargo when the cargo box is tilted.

[0040] To reduce the possibility of the negative pressure hole 55 becoming blocked, please refer to... Figure 4 In a preferred embodiment, the anti-tilting mechanism 5 further includes a filter screen 57 connected to the negative pressure hole 55.

[0041] During use, the filter screen 57 is fixedly installed inside the negative pressure hole 55 of the negative pressure pad 51. During the process of the negative pressure pump 53 drawing air from the negative pressure chamber 56 and forming negative pressure adsorption, the filter screen 57 filters and blocks the airflow entering the negative pressure hole 55, intercepting cargo debris, dust, and other impurities outside the negative pressure hole 55, preventing them from entering the negative pressure chamber 56, negative pressure pipe 52, or negative pressure pump 53 with the airflow. This prevents pipe blockage, jamming of the negative pressure pump 53, or failure of the solenoid valve 54 to seal, ensuring that the negative pressure passage is always unobstructed and the negative pressure adsorption force is stable and reliable.

[0042] To achieve cargo positioning, please refer to... Figure 2 In a preferred embodiment, the anti-tipping mechanism 5 further includes a baffle 58 and a buffer assembly 59. The baffle 58 is slidably connected to both sides of the negative pressure pad 51 along the lateral side of the logistics vehicle 1. The baffle 58 is used to abut against the goods. The two ends of the buffer assembly 59 are respectively connected to the baffle 58 and the negative pressure pad 51.

[0043] When in use, after the goods are placed on the negative pressure pad 51, the baffles 58 on both sides, under the action of the buffer assembly 59, adaptively clamp and limit the goods laterally, abutting against the sides of the goods, restricting the goods from lateral movement and tipping during the tilting adjustment of the cargo box; the buffer assembly 59 provides elastic support and buffer energy absorption for the baffles 58, absorbing and offsetting the squeezing force of the goods on the baffles 58 when the horizontal and vertical adjustment of the cargo box generates inertial impact, avoiding rigid collisions that could damage the goods or the baffles 58, while ensuring that the baffles 58 always flexibly fit against the sides of the goods, maintaining a stable limiting state.

[0044] To cushion the cargo, please refer to Figure 2 In a preferred embodiment, the buffer assembly 59 includes a support rod, a telescopic rod 592, and a spring 593. The support rod is connected to the negative pressure pad 51, one end of the telescopic rod 592 is connected to the support rod, and the other end of the telescopic rod 592 is connected to the baffle 58. The spring 593 is sleeved on the telescopic rod 592 and is in its original length or compressed state.

[0045] When in use, after loading the goods onto the negative pressure pad 51, the operator can adjust the baffle 58 to compress the spring 593 and telescopic rod 592 according to the actual width of the goods, thereby widening the distance between the baffles 58 on both sides. After placing the goods in the center, the baffles 58 are released, and the spring 593, which is in a compressed state, releases its elastic potential energy, pushing the telescopic rod 592 to extend synchronously. This causes the baffles 58 on both sides to move smoothly towards the goods until the sides of the baffles 58 are tightly and flexibly against the side wall of the goods. By utilizing the pre-tightening force of the spring 593, the goods are adaptively clamped laterally without the need for additional locking and fixing. This method is suitable for goods of different widths and has strong versatility.

[0046] When the controller 21 controls the horizontal and vertical adjustment mechanism 4 to tilt and adjust the cargo box, the cargo will tend to slide laterally or longitudinally due to centrifugal force and inertial force, forming a squeezing force on the side baffle 58. At this time, the telescopic rod 592 cooperates with the spring 593 to perform adaptive telescopic action: the spring 593 is compressed and contracts to absorb the impact energy, offset the inertial impact force of the cargo, and avoid rigid collision between the baffle 58 and the cargo, or between the cargo and the cargo box, to prevent damage to the cargo and deformation of the baffle 58; the telescopic rod 592 extends and retracts synchronously, limiting the baffle 58 to slide only in the lateral direction of the vehicle, preventing the baffle 58 from shaking or deviating, and always maintaining a stable lateral contact state to continuously lock the position of the cargo.

[0047] To guide the baffle 58 and the spring 593, please refer to... Figure 2In a preferred embodiment, the telescopic rod 592 includes a first rod body 5921 and a second rod body 5922. The first rod body 5921 is connected to a support rod, and the second rod body 5922 is slidably connected to the first rod body 5921 along the length direction of the first rod body 5921. One end of the second rod body 5922 away from the first rod body 5921 is connected to a baffle 58.

[0048] During use, the spring 593 is sleeved on the outside of the telescopic rod 592 and is always in a compressed or original length state. When the baffle 58 is subjected to the extrusion force of the cargo or the elastic thrust of the spring 593, the second rod 5922 slides in a directional manner along the axial direction of the first rod 5921, providing radial limit and axial guidance for the spring 593, preventing the spring 593 from bending, twisting, deviating or becoming unstable during the extension and retraction process, and ensuring that the elastic force of the spring 593 is always stably transmitted along the lateral direction of the vehicle.

[0049] Example 2: This embodiment has a basically the same structure as Embodiment 1, the difference being the different adjustment device.

[0050] Specific structural improvements: The adjustment device includes a ball head, a ball sleeve, and multiple hydraulic cylinders. The ball head is connected to the carriage 12, the ball sleeve is connected to the frame 11, the ball head is ball-hinged inside the ball sleeve, the cylinder bodies of the four hydraulic cylinders are fixedly connected to the four corners of the frame 11, and the piston rods of the four hydraulic cylinders are hinged to the four corners of the carriage 12.

[0051] In use, four hydraulic cylinders are respectively arranged at the four corners of the frame 11. The cylinder body is fixed to the frame 11, and the piston rod is hinged to the four corners of the carriage 12. By independently controlling the extension and retraction length of the piston rods of the four hydraulic cylinders, the tilt angle of the carriage 12 can be adjusted. In conjunction with the universal rotation of the ball joint and ball sleeve, the levelness and attitude of the carriage 12 can be precisely adjusted.

[0052] The remaining undescribed structures are the same as in Embodiment 1, and will not be repeated here.

[0053] To better understand this invention, the following is combined with... Figure 1 - Figure 4 The working principle of the active center of gravity adjustment system for a new energy logistics vehicle according to the present invention is described in detail: When the vehicle is in a sharp turn or the cargo is unevenly distributed laterally, and the center of gravity shifts laterally, which may lead to a risk of rollover, the lateral adjustment mechanism 3 responds immediately. Its fixed end is stably supported by the frame 11, and the movable end moves synchronously, causing the cargo box to tilt in the opposite direction to the lateral centrifugal force. By actively adjusting the lateral angle of the cargo box, the lateral centrifugal force is dynamically offset, and the lateral center of gravity of the whole vehicle is quickly corrected, so that the center of gravity of the whole vehicle returns to the stable range, avoiding the risk of rollover caused by excessive shift of the center of gravity.

[0054] When the vehicle is driving on a slope, braking suddenly, starting on a slope, or moving cargo longitudinally, and there is a longitudinal shift in the center of gravity, the front of the vehicle tilting up or down, or a decrease in driving stability, the longitudinal adjustment mechanism 4 is activated. Its fixed end relies on the lateral adjustment mechanism 3 to achieve overall load-bearing, while the movable end drives the cargo box to tilt longitudinally, actively adjusting the longitudinal pitch angle of the cargo box to counteract the longitudinal inertial force and the center of gravity shift caused by the slope, correcting the longitudinal center of gravity of the whole vehicle, ensuring balanced ground force of the wheels, and improving the stability of braking, starting, and driving on slopes.

[0055] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An active center of gravity adjustment system for a new energy logistics vehicle, assembled between the vehicle frame and the vehicle body, characterized in that, include: A data acquisition mechanism, located on the vehicle frame, is used to acquire the attitude of the logistics vehicle; as well as, An adjustment device is provided, comprising a lateral adjustment mechanism and a longitudinal adjustment mechanism. The fixed end of the lateral adjustment mechanism is connected to the vehicle frame, and the movable end is connected to the vehicle body. It is used to drive the vehicle body to tilt laterally when the center of gravity of the logistics vehicle shifts laterally, so as to counteract the lateral centrifugal force. The fixed end of the longitudinal adjustment mechanism is connected to the lateral adjustment mechanism, and the movable end is connected to the vehicle body. It is used to drive the vehicle body to tilt longitudinally when the center of gravity of the logistics vehicle shifts longitudinally, so as to counteract the longitudinal centrifugal force.

2. The active center of gravity adjustment system for new energy logistics vehicles according to claim 1, characterized in that, The data acquisition mechanism includes a controller, an attitude sensor, and a center of gravity displacement sensor mounted on the vehicle frame. The controller, attitude sensor, and center of gravity displacement sensor are electrically connected to the bus system of the logistics vehicle. The attitude sensor is used to acquire the attitude of the logistics vehicle in real time, and the center of gravity displacement sensor is used to acquire the center of gravity offset of the logistics vehicle in real time. The controller controls the operation of the lateral adjustment mechanism and the longitudinal adjustment mechanism based on the data acquired by the attitude sensor and the center of gravity displacement sensor.

3. The active center of gravity adjustment system for new energy logistics vehicles according to claim 1, characterized in that, The lateral adjustment mechanism includes a bearing plate, a first rotating rod, a first sleeve, a first hydraulic cylinder, a first wedge, and a first wedge rail. The first rotating rod is fixedly connected to the bearing plate, the first sleeve is fixedly connected to the vehicle frame, the first rotating rod is rotatably connected inside the first sleeve, the first hydraulic cylinder is installed on the vehicle frame, the first wedge is slidably connected to the vehicle frame along the lateral direction of the logistics vehicle, the piston rod of the first hydraulic cylinder is connected to the first wedge, the first wedge rail is connected to the vehicle body, the first wedge is slidably connected to the first wedge rail, and the inclined surface on the first wedge abuts against the inclined surface on the first wedge rail.

4. The active center of gravity adjustment system for new energy logistics vehicles according to claim 3, characterized in that, The longitudinal adjustment mechanism includes a second rotating rod, a second sleeve, a second hydraulic cylinder, a second wedge, and a second wedge rail. The second rotating rod is fixedly connected to the vehicle body, the second sleeve is fixedly connected to the bearing plate, the second rotating rod is rotatably connected inside the second sleeve, the second hydraulic cylinder is installed on the bearing plate, the second wedge is slidably connected to the bearing plate along the transverse direction of the logistics vehicle, the piston rod of the second hydraulic cylinder is connected to the second wedge, the second wedge rail is connected to the vehicle body, the second wedge is slidably connected to the second wedge rail, and the inclined surface on the second wedge abuts against the inclined surface on the second wedge rail.

5. The active center of gravity adjustment system for new energy logistics vehicles according to claim 1, characterized in that, The center of gravity adjustment system also includes an anti-tipping mechanism, which is located inside the vehicle body. The anti-tipping mechanism is used to prevent the center of gravity of the logistics vehicle from becoming unstable due to the deviation or tipping of goods during the center of gravity adjustment process.

6. The active center of gravity adjustment system for new energy logistics vehicles according to claim 5, characterized in that, The anti-tilt mechanism includes a negative pressure pad, a negative pressure pipe, a negative pressure pump, and a solenoid valve. The negative pressure pad is connected to the vehicle body and is used to support cargo. The negative pressure pad has negative pressure holes and a negative pressure chamber. The outlet of the negative pressure chamber is connected to the inlet of the negative pressure pipe, and the outlet of the negative pressure pipe is connected to the inlet of the negative pressure pump. The solenoid valve is installed on the negative pressure pipe, and the negative pressure pump, the solenoid valve, and the controller are electrically connected.

7. The active center of gravity adjustment system for new energy logistics vehicles according to claim 6, characterized in that, The anti-tilting mechanism also includes a filter screen, which is connected to the negative pressure hole.

8. The active center of gravity adjustment system for new energy logistics vehicles according to claim 6, characterized in that, The anti-tipping mechanism also includes a baffle and a buffer assembly. The baffle is slidably connected to both sides of the negative pressure pad along the lateral side of the logistics vehicle. The baffle is used to abut against the goods. The two ends of the buffer assembly are respectively connected to the baffle and the negative pressure pad.

9. The active center of gravity adjustment system for new energy logistics vehicles according to claim 8, characterized in that, The buffer assembly includes a support rod, a telescopic rod, and a spring. The support rod is connected to the negative pressure pad. One end of the telescopic rod is connected to the support rod, and the other end of the telescopic rod is connected to the baffle. The spring is sleeved on the telescopic rod and is in its original length or compressed state.

10. The active center of gravity adjustment system for new energy logistics vehicles according to claim 9, characterized in that, The telescopic rod includes a first rod body and a second rod body. The first rod body is connected to the support rod, and the second rod body is slidably connected to the first rod body along the length direction of the first rod body. The end of the second rod body away from the first rod body is connected to the baffle.

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