Motor vehicle gravity center shaft balance mechanism

Abstract

The utility model belongs to the technical field of motor vehicles, and particularly relates to a motor vehicle gravity center shaft balance mechanism which comprises a left-right translation guide mechanism, a double-piston-rod hydraulic cylinder and a hydraulic control system, the hydraulic control system comprises a double-plunger pump, a controller and an electro-hydraulic reversing valve, and the left-right translation guide mechanism is installed between a compartment and a chassis. The double-piston-rod hydraulic cylinder is arranged on the chassis, and piston rods on the two sides of the double-piston-rod hydraulic cylinder are hinged to the left side and the right side of the compartment respectively; the double-plunger pump is arranged on the chassis and connected with the rear axle differential mechanism, the double-plunger pump is connected with the double-piston-rod hydraulic cylinder through the electro-hydraulic directional control valve, the controller is connected with a crank arm of the steering gear box, and when the motor vehicle turns, the controller controls the double-piston-rod hydraulic cylinder to stretch out and draw back, so that a compartment translates on the chassis in the left-right direction, and automatic balance of the gravity center of the motor vehicle is achieved. The utility model achieves the purpose of fast driving and turning without turning over, so that the stability of the gravity center is good in the driving process of the vehicle, thereby being suitable for all types of vehicles with three wheels and more than three wheels.

Description

Technical Field

[0001] The utility model belongs to the technical field of motor vehicles, and particularly relates to a center-of-gravity axis balance mechanism for motor vehicles. Background Art

[0002] Motor vehicle turning is the main factor for a motor vehicle to generate centrifugal force, and the magnitude of this centrifugal force will change with the change of the vehicle's direction angle and speed. When the direction angle and speed reach a certain value, this centrifugal force will cause the center of gravity of the vehicle to shift, resulting in a side pressure on one side of the motor vehicle. From the structure of the motor vehicle, the part that is most easily deformed and initially bears this pressure is the shock-absorbing part of the motor vehicle, that is, the leaf spring, etc. It first deforms and moves downward, causing one side of the vehicle to rise and the other side to fall, forming a tendency for the vehicle to roll over. When the motor vehicle makes a sharp turn or the driver suddenly turns the steering wheel to avoid an emergency ahead, the accident of the motor vehicle rolling over is most likely to occur, causing damage to personnel and property. At present, there is no device in the motor vehicle to prevent the motor vehicle from rolling over. To prevent the occurrence of motor vehicle rollover accidents, people mainly consider on the road, such as the anti-slip of the road surface, the inclination of the road surface of the curve, etc. (Some road surfaces are not allowed to have slopes, such as the road network in the city). Although these measures are effective, since they all consider factors outside the motor vehicle and do not improve the equipment of the motor vehicle itself, that is, they do not grasp the most fundamental elements, the problem of vehicle rollover has not been well solved. Content of the Utility Model

[0003] Aiming at the above problems, the purpose of the utility model is to provide a center-of-gravity axis balance mechanism for motor vehicles to solve the problem that the motor vehicle has a tendency to roll over when turning.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] The utility model provides a center-of-gravity axis balance mechanism for motor vehicles, which is arranged between the carriage and the chassis, and includes a left-right translation guiding mechanism, a double-rod hydraulic cylinder and a hydraulic control system. The left-right translation guiding mechanism is installed between the carriage and the chassis to enable the carriage to translate left and right on the chassis; the double-rod hydraulic cylinder is arranged on the chassis, and the two side pistons of the double-rod hydraulic cylinder are respectively hinged to the left and right sides of the carriage; the hydraulic control system is arranged on the chassis and connected to the double-rod hydraulic cylinder, and the hydraulic control system is connected to the crank arm of the steering gear; when the motor vehicle turns, the hydraulic control system controls the double-rod hydraulic cylinder to expand and contract, thereby driving the carriage to translate left and right on the chassis to achieve automatic balance of the center of gravity of the motor vehicle.

[0006] The left-right translation guiding mechanism includes a plurality of linear bearings arranged at intervals in the front-rear direction of the motor vehicle, and each linear bearing is arranged in the left-right direction;

[0007] The linear bearing includes an upper seat of the linear bearing, a roller assembly and a base of the linear bearing. The upper seat of the linear bearing is placed above the base of the linear bearing, and both sides of the upper seat of the linear bearing are connected to the base of the linear bearing through side guiding structures. A roller assembly accommodating cavity is formed between the upper seat of the linear bearing and the base of the linear bearing. The roller assembly is placed in the roller assembly accommodating cavity. Both sides of the inner wall of the upper seat of the linear bearing are provided with roller shaft chutes for supporting the roller assembly.

[0008] The upper seat of the linear bearing and the base of the linear bearing are respectively connected to the carriage and the chassis.

[0009] The roller assembly includes a sand frame and a plurality of rollers arranged at intervals on the sand frame. Both ends of each roller are respectively accommodated in the roller shaft chutes on both sides of the inner wall of the upper seat of the linear bearing.

[0010] The side guiding structure includes side chutes arranged on the outer side wall of the base of the linear bearing and a plurality of guiding pins arranged on the upper seat of the linear bearing. The ends of the plurality of guiding pins are accommodated in the corresponding side chutes of the base of the linear bearing.

[0011] The hydraulic control system includes a double plunger pump, a controller and an electro-hydraulic reversing valve. The double plunger pump is arranged between the rear axle drive shaft and the rear axle differential of the motor vehicle, and the driving power of the rear axle drive shaft drives the double plunger pump to work. The double plunger pump is connected to the double-rod hydraulic cylinder through a hydraulic oil pipeline and an electro-hydraulic reversing valve. The electro-hydraulic reversing valve is connected to a control circuit with a controller. The controller is arranged on the chassis at the bottom of the vehicle head and is connected to the steering link mechanism of the motor vehicle through a pull rod. The controller is triggered by the steering action of the motor vehicle steering wheel.

[0012] The controller includes a controller housing, a travel switch push plate substrate, an optical axis, a friction brush assembly, a travel switch push plate, a switch substrate, a friction belt, a travel switch Ⅰ and a travel switch Ⅱ. The controller housing is fixed on the chassis. The friction brush assembly is arranged at the bottom of the controller housing. There are two groups of optical axes arranged from the inside to the outside in the controller housing. The switch substrate and the travel switch push plate substrate are respectively slidably connected to the two groups of optical axes located inside and outside. A friction belt is arranged on one side of the switch substrate facing the friction brush assembly. The friction belt is parallel to the optical axis and passes through the friction brush assembly. Travel switch Ⅰ and travel switch Ⅱ are arranged opposite to each other along the length direction of the friction belt on the other side of the switch substrate.

[0013] A travel switch push plate is arranged on one side of the travel switch push plate substrate facing the switch substrate. The travel switch push plate is located between travel switch Ⅰ and travel switch Ⅱ. The other side of the travel switch push plate substrate is hinged to the pull rod. The pull rod drives the travel switch push plate substrate to move. The travel switch push plate substrate triggers travel switch Ⅰ or travel switch Ⅱ through the travel switch push plate, so as to control the reversing of the electro-hydraulic reversing valve.

[0014] The friction brush assembly includes friction brush I and friction brush II. Friction brush I and friction brush II are relatively arranged on both sides of the friction belt and elastically clamp the friction belt.

[0015] Friction brush I and friction brush II have the same structure, and both include a friction brush housing, a telescopic core, a friction plate and a spring. The friction brush housing is fixed at the bottom of the controller housing. The telescopic core is inserted into the friction brush housing, and a friction plate is arranged at the outer end. The spring is arranged at the inner bottom of the friction brush housing and abuts against the telescopic core. The friction plate presses the friction belt under the elastic force of the spring.

[0016] The double-plunger pump includes a crankcase and hydraulic cylinders arranged on the left and right sides of the crankcase. The front and rear transmission ends of the crankcase are respectively connected to the rear axle drive shaft and the rear axle differential. The driving power of the rear axle drive shaft is transmitted to the hydraulic cylinders on both sides through the crankcase, so that the hydraulic cylinders on both sides expand and contract.

[0017] The crankcase includes a large slider box body, a crankshaft, a large slider and a small slider. The large slider is arranged in the large slider box body and is slidably matched with the large slider box body. The left and right ends of the large slider are respectively connected to the piston rods of the two hydraulic cylinders.

[0018] A kidney-shaped hole is arranged on the large slider in the vertical direction. The crankshaft passes through the kidney-shaped hole of the large slider, and the crankshaft is slidably matched with the kidney-shaped hole through the small slider. The two ends of the crankshaft are rotatably connected to the large slider box body through bearings. One end of the crankshaft is connected to the rear axle differential through coupling I, and the other end of the crankshaft is connected to the rear axle drive shaft through coupling II and a universal joint. The rotation of the crankshaft drives the large slider to move left and right, thereby driving the piston rods of the hydraulic cylinders on both sides to expand and contract.

[0019] The advantages and beneficial effects of the present utility model are as follows: The center of gravity axis balance mechanism of the motor vehicle provided by the present utility model controls the double-rod hydraulic cylinder through a hydraulic control system composed of a drag-type switch pair. When the motor vehicle is on a slope or turning, the double-rod hydraulic cylinder drives the carriage to translate, achieving the purpose of the motor vehicle driving fast and turning without tipping over. It can make the center of gravity of the vehicle stable during driving, so it is suitable for all vehicle models with three or more wheels.

[0020] The linear bearing in the present utility model can enable the carriage to easily displace on the chassis and ensure the driving stability of the motor vehicle.

[0021] The controller of the hydraulic control system in the present utility model is connected to the crank arm on the steering gear and is linked with the steering wheel, without the need to set up additional operating equipment, realizing automatic control and being convenient to operate. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic structural diagram of the center of gravity axis balance mechanism of the motor vehicle of the present utility model;

[0023] Figure 2 Rear view of the center of gravity axis balance mechanism of the motor vehicle of the present utility model;

[0024] Figure 3 Top view of the chassis in the present utility model;

[0025] Figure 4 is Figure 3 A - A cross-sectional view in

[0026] Figure 5 Structural schematic diagram of the linear bearing in the present utility model;

[0027] Figure 6 Structural schematic diagram of the roller assembly in the present utility model;

[0028] Figure 7 Structural schematic diagram of the roller frame in the present utility model;

[0029] Figure 8 Structural schematic diagram of the upper seat of the linear bearing in the present utility model;

[0030] Figure 9 Structural schematic diagram of the base of the linear bearing in the present utility model;

[0031] Figure 10 Installation schematic diagram of the double plunger pump in the present utility model;

[0032] Figure 11 Front view of the double plunger pump in the present utility model;

[0033] Figure 12 Top view of the double plunger pump in the present utility model;

[0034] Figure 13 Installation schematic diagram of the controller in the present utility model;

[0035] Figure 14 Structural schematic diagram of the controller in the present utility model;

[0036] Figure 15 Structural schematic diagram of the controller housing in the present utility model;

[0037] Figure 16 is Figure 15 side view of

[0038] Figure 17 Structural schematic diagram of the friction brush Ⅰ in the present utility model;

[0039] Figure 18 Structural schematic diagram of the telescopic core of the friction brush in the present utility model;

[0040] Figure 19 Structural schematic diagram of the travel switch pressing the substrate in the present utility model;

[0041] Figure 20 is Figure 19 top view of;

[0042] Figure 21 Structural schematic diagram of the switch substrate in the present utility model;

[0043] Figure 22 is Figure 21 sectional view taken along line B-B in;

[0044] Figure 23 is Figure 21 rear view of;

[0045] Figure 24 Control schematic diagram of the electro-hydraulic reversing valve in the present utility model;

[0046] Figure 25 Control circuit diagram of the travel switch in the present utility model;

[0047] Figure 26 One of the structural schematic diagrams of the fuel tank in the present utility model;

[0048] Figure 27 Another structural schematic diagram of the fuel tank in the present utility model;

[0049] Figure 28 Schematic diagram of the center of gravity balance principle in the present utility model.

[0050] In the figure: 1 - carriage, 2 - locomotive head, 3 - linear bearing, 301 - upper seat of linear bearing, 3011 - roller shaft chute, 3012 - guide pin connection hole, 3013 - upper seat connection hole, 302 - sand frame, 3021 - upper sand frame, 3022 - lower sand frame, 3023 - connecting plate, 303 - roller, 304 - base of linear bearing, 3041 - top groove, 3042 - side chute, 3043 - base connection hole, 305 - guide pin, 4 - wing plate, 5 - double piston rod hydraulic cylinder I, 51 - hydraulic cylinder body I, 52 - hydraulic cylinder rod I, 6 - chassis, 61 - girder, 62 - girder connecting plate, 7 - double piston rod hydraulic cylinder II, 71 - hydraulic cylinder body II, 72 - hydraulic cylinder rod II, 8 - double piston rod hydraulic cylinder III, 81 - hydraulic cylinder body III, 82 - hydraulic cylinder rod III, 9 - rear axle differential, 10 - connecting frame, 11 - pin shaft seat, 12 - half axle housing, 13 - leaf spring support seat, 14 - double plunger pump, 141 - double plunger pump housing, 1411 - hydraulic cylinder body, 1412 - large slider box, 142 - piston rod, 143 - piston, 144 - crankshaft, 145 - large slider, 1451 - waist-shaped hole, 146 - bearing, 147 - oil inlet and outlet, 148 - connecting flange, 149 - small slider, 15 - rear axle transmission shaft, 16 - universal joint, 17 - coupling I, 18 - coupling II, 19 - controller, 191 - controller housing, 192 - travel switch push plate base plate, 193 - optical axis, 194 - optical axis seat, 195 - slider, 196 - friction brush I, 1961 - friction brush housing, 1962 - telescopic core, 1963 - friction plate, 1964 - spring, 197 - friction brush II, 198 - travel switch push plate, 199 - travel switch connecting shaft, 1910 - switch base plate, 1911 - friction belt, 1912 - travel switch I, 1913 - switch touch button I, 1914 - travel switch II, 1915 - switch touch button II, 20 - pull rod, 21 - steering wheel transmission shaft, 22 - steering wheel universal joint, 23 - steering gear, 24 - crank arm, 25 - connecting rod, 26 - front bumper of vehicle, 27 - electro-hydraulic directional valve, 28 - overflow valve, 29 - accumulator, 30 - check valve, 31 - filter, 32 - fuel tank, 321 - return oil pipe, 322 - oil filling port, 323 - oil level gauge, 324 - suction oil pipe, 325 - partition plate, 326 - drain valve, 327 - drain pipe, 328 - oil tank body, 329 - spiral pipe, 33 - plunger pump. Detailed implementation manners

[0051] In order to make the objectives, technical solutions and advantages of the present utility model clearer, the present utility model will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0052] See Figure 1 、 Figure 2As shown in the figure, the utility model provides a center of gravity axis balance mechanism for a motor vehicle, which is arranged between a carriage 1 and a chassis 6. The mechanism includes a left-right translation guiding mechanism, a double-rod hydraulic cylinder, and a hydraulic control system. The left-right translation guiding mechanism is installed between the chassis 6 and the carriage 1, enabling the carriage 1 to translate left and right on the chassis 6. The double-rod hydraulic cylinder is arranged on the chassis 6, and the two piston rods on both sides of the double-rod hydraulic cylinder are respectively hinged to the pin seats 11 on the left and right sides of the carriage 1. The hydraulic control system is arranged on the chassis 6 and is connected to the double-rod hydraulic cylinder. The hydraulic control system is connected to the crank arm 24 of the steering gear 23. When the motor vehicle turns, the double-rod hydraulic cylinder is controlled by the hydraulic control system to expand and contract, thereby driving the carriage 1 to translate in the left-right direction on the chassis 6, realizing the automatic balance of the center of gravity of the motor vehicle.

[0053] See Figure 3 As shown in the figure, in the embodiment of the utility model, the chassis 6 includes two parallel main beams 61, and the two main beams are connected by a plurality of main beam connecting plates 62. Preferably, multiple linear bearings 3 are respectively installed on each main beam connecting plate 62.

[0054] Furthermore, as shown in Figure 4, wing plates 4 connected to the main beam 61 are respectively welded or riveted at both ends of each main beam connecting plate 62 to assist in supporting the linear bearings 3. The wing plates 4 ensure the rigidity and strength that the original design of the main beam should have.

[0055] See Figures 1 to 3 As shown in the figure, in the embodiment of the utility model, there are three double-rod hydraulic cylinders on the chassis 6, which are respectively located at the front, middle, and rear, namely the double-rod hydraulic cylinder I 5, the double-rod hydraulic cylinder II 7, and the double-rod hydraulic cylinder III 8. Among them, the double-rod hydraulic cylinder I 5 includes a cylinder body I 51 and cylinder rods I 52 on both sides of the cylinder body I 51; the double-rod hydraulic cylinder II 7 includes a cylinder body II 71 and cylinder rods II 72 on both sides of the cylinder body II 71; the double-rod hydraulic cylinder III 8 includes a cylinder body III 81 and cylinder rods III 82 on both sides of the cylinder body III 81. Each cylinder body is welded to the chassis 6 through a connecting frame 10.

[0056] See Figure 1 As shown in the figure, in the embodiment of the utility model, the left-right translation guiding mechanism includes a plurality of linear bearings 3 arranged at intervals in the front-rear direction of the motor vehicle, and each linear bearing 3 is arranged in the left-right direction. See Figures 5 to 9As shown in the figure, the linear bearing 3 includes an upper linear bearing seat 301, a roller assembly, and a lower linear bearing seat 304. The upper linear bearing seat 301 is placed above the lower linear bearing seat 304, and both sides of the upper linear bearing seat 301 are connected to the lower linear bearing seat 304 through side guiding structures. A roller assembly accommodation cavity is formed between the upper linear bearing seat 301 and the lower linear bearing seat 304, and the roller assembly is placed in the roller assembly accommodation cavity. Both sides of the inner wall of the upper linear bearing seat 301 are provided with roller shaft chutes 3011 for supporting the roller assembly; the upper linear bearing seat 301 and the lower linear bearing seat 304 are respectively connected to the carriage 1 and the chassis 6.

[0057] In an embodiment of the present utility model, the roller assembly includes a sand frame 302 and a plurality of rollers 303 spaced apart on the sand frame 302. The roller shafts at both ends of each roller are respectively accommodated in the roller shaft chutes 3011 on both sides of the inner wall of the upper linear bearing seat 301.

[0058] See Figure 6 、 Figure 7 As shown in the figure, the sand frame 302 includes an upper sand frame 3021 and a lower sand frame 3022 arranged in parallel. The upper sand frame 3021 and the lower sand frame 3022 are connected through a plurality of connecting plates 3023. Both the upper sand frame 3021 and the lower sand frame 3022 are provided with voids located between the two connecting plates 3023. A roller 303 is installed between the two connecting plates 3023, and the outer circumference of the roller 303 protrudes outside the voids of the upper sand frame 3021 and the lower sand frame 3022.

[0059] In an embodiment of the present utility model, the side guiding structure includes a side chute 3042 provided on the outer side wall of the lower linear bearing seat 304 and a plurality of guiding pins 305 provided on the upper linear bearing seat 301. The ends of the plurality of guiding pins 305 are accommodated in the corresponding side chute 3042 of the lower linear bearing seat 304.

[0060] Specifically, see Figure 8 As shown in the figure, the upper linear bearing seat 301 is provided with a stepped mounting groove along the length direction. Both side walls of the inner small-diameter groove of the stepped mounting groove are provided with roller shaft chutes 3011. The side wall of the outer large-diameter groove of the stepped mounting groove is provided with a plurality of guiding pin connection holes 3012, and the guiding pin connection holes 3012 are used for threaded connection with the guiding pins 305. Both sides of the mounting end face of the upper linear bearing seat 301 are provided with a plurality of upper seat connection holes 3013, and the upper seat connection holes 3013 are connected to the bottom of the carriage 1 through bolts.

[0061] Specifically, see Figure 8As shown, the upper part of the linear bearing base 304 is provided with a top groove 3041 along the length direction, and the two sides of the linear bearing base 304 are provided with a plurality of base connection holes 3043 along the length direction, and the base connection holes 3043 are connected to the chassis 6 by bolts; the side walls of the two sides of the linear bearing base 304 are provided with side slide grooves 3042 along the length direction, and the side slide grooves 3042 are used to guide the left and right movement of the linear bearing upper seat 301. The linear bearing base 304 is accommodated in the stepped mounting groove of the linear bearing upper seat 301, and this structure plays the role of rainproof, dustproof and anti-falling. Preferably, the linear bearing 3 is lubricated with a grease with a harder oil film, such as molybdenum disulfide grease.

[0062] See also Figure 10 , Figure 13 , Figure 24 As shown, in the embodiment of the utility model, the hydraulic control system includes a double plunger pump 14, a controller 19 and an electro-hydraulic reversing valve 27, wherein the double plunger pump 14 is arranged between the rear axle drive shaft 15 and the rear axle differential 9 of the motor vehicle, and the two ends of the double plunger pump housing 141 of the double plunger pump 14 are connected to the half-axle housing 12 of the motor vehicle through the leaf spring support seat 13, and the transmission power of the rear axle drive shaft 15 drives the double plunger pump 14 to work; the double plunger pump 14 is connected to three double piston rod hydraulic cylinders through the electro-hydraulic reversing valve 27 and the hydraulic oil pipeline, and the electro-hydraulic reversing valve 27 is connected to the control circuit with the controller 19, and the controller 19 is arranged at the front end of the chassis 6, and the front end of the chassis 6 is provided with a front bumper 26 of the automobile. The controller 19 is hinged to the crank arm 24 of the steering machine 23 through the pull rod 20, and the controller 19 is triggered by the steering action of the steering wheel of the motor vehicle.

[0063] Specifically, see Figure 13 As shown, the crank arm 24 is an existing mechanism of the motor vehicle. The upper end of the crank arm 24 is hinged to the steering gear 23, the lower end of the crank arm 24 is hinged to one end of the connecting rod 25, and the other end of the connecting rod 25 is hinged to the support arm of the front wheel of the motor vehicle. The steering gear 23 is connected to the steering wheel transmission shaft 21 through the steering wheel universal joint 22, and the upper end of the steering wheel transmission shaft 21 is installed with the steering wheel. When the steering wheel turns left or right, the steering gear 23 is driven to rotate synchronously, and the steering gear 23 drives the front wheel to turn left or right through the crank arm 24 and the connecting rod 25. At the same time, the crank arm 24 drives the controller 19 to operate through the pull rod 20.

[0064] See also Figure 11 , Figure 12As shown in the figure, in the embodiment of the present utility model, the double plunger pump 14 includes a crankcase and plunger pumps arranged on the left and right sides of the crankcase. The front and rear transmission ends of the crankcase are respectively connected to the rear axle drive shaft 15 and the rear axle differential 9. The driving power of the rear axle drive shaft 15 is transmitted to the plunger pumps on both sides through the crankcase, causing the plunger rods of the plunger pumps on both sides to expand and contract. The plunger pumps on both sides are connected to three double-rod hydraulic cylinders through an electro-hydraulic reversing valve 27 and a hydraulic pipeline.

[0065] In the embodiment of the present utility model, the crankcase includes a large slider housing 1412, a crankshaft 144, a large slider 145 and a small slider 149. Among them, the large slider 145 is arranged in the large slider housing 1412. The large slider 145 is of a cross-shaped structure and is slidably matched with the large slider housing 1412. The left and right ends of the large slider 145 are respectively connected to one end of the piston rods 142 of two hydraulic cylinders; a kidney-shaped hole 1451 is arranged on the large slider 145 in the vertical direction. The crankshaft 144 passes through the kidney-shaped hole 1451 of the large slider 145, and the crankshaft 144 is slidably matched with the kidney-shaped hole 1451 through the small slider 149. The two ends of the crankshaft 144 are rotatably connected to the large slider housing 1412 through bearings 146. There are sealing rings and sealing ring glands outside the bearings 146. One end of the crankshaft 144 is connected to the rear axle differential 9 through a coupling Ⅰ 17, and the other end of the crankshaft 144 is connected to the rear axle drive shaft 15 through a coupling Ⅱ 18 and a universal joint 16; the rotation of the crankshaft 144 drives the large slider 145 to move left and right, thereby driving the piston rods of the plunger pumps on both sides to expand and contract. At this time, the small slider 149 slides up and down in the kidney-shaped hole 1451. There is lubricating oil in the inner cavity of the large slider housing 1412 to ensure good lubrication of the large and small sliders and the crankshaft 144. The lubricating oil has three functions: lubrication, sealing and cooling.

[0066] Specifically, the hydraulic cylinder includes a hydraulic cylinder body 1411 and a piston 143 slidably matched with the hydraulic cylinder body 1411. The piston 143 is connected to the other end of the piston rod 142. An oil inlet and outlet 147 is arranged at the end of the hydraulic cylinder body 1411. The hydraulic cylinder body 1411 is connected to the large slider housing 1412 to form an integrated structure to form a double plunger pump housing 141. Connecting flanges 148 are arranged on the two hydraulic cylinder bodies 1411, and the connecting flanges 148 are connected to the leaf spring support seat 13.

[0067] See Figures 13 to 23As shown, in the embodiment of the present utility model, the controller 19 includes a controller housing 191, a travel switch push plate substrate 192, an optical axis 193, a friction brush assembly, a travel switch push plate 198, a switch substrate 1910, a friction belt 1911, a travel switch I 1912 and a travel switch II 1914. The controller housing 191 is fixed on the chassis 6. A friction brush assembly is arranged at the bottom of the controller housing 191. Two groups of optical axes 193 are arranged in the controller housing 191 from the inside to the outside. Both ends of the optical axis 193 are fixed by an optical axis seat 194. The switch substrate 1910 and the travel switch push plate substrate 192 are respectively slidably connected to the two groups of optical axes 193 located inside and outside through sliders 195. A friction belt 1911 is arranged on one side of the switch substrate 1910 facing the friction brush assembly. The friction belt 1911 is parallel to the optical axis 193 and passes through the friction brush assembly. The travel switch I 1912 and the travel switch II 1914 are arranged oppositely along the length direction of the friction belt 1911 on the other side of the switch substrate 1910. A travel switch push plate 198 is arranged on one side of the travel switch push plate substrate 192 facing the switch substrate 1910. The travel switch push plate 198 is located between the travel switch I 1912 and the travel switch II 1914. The travel switch I 1912 and the travel switch II 1914 respectively have a switch touch button I 1913 and a switch touch button II 1915. The other side of the travel switch push plate substrate 192 is hinged to the pull rod 20 through a travel switch connecting shaft 199. The pull rod 20 drives the travel switch push plate substrate 192 to move. The travel switch push plate substrate 192 triggers the travel switch I 1912 or the travel switch II 1914 through the travel switch push plate 198, thereby controlling the commutation of the electro-hydraulic directional valve 27.

[0068] See Figure 15 As shown, the friction brush assembly includes a friction brush I 196 and a friction brush II 197. The friction brush I 196 and the friction brush II 197 are arranged oppositely on both sides of the friction belt 1911 and elastically clamp the friction belt 1911.

[0069] See Figure 17 , Figure 18 , Figure 21 , Figure 22As shown in the figure, the friction brushes I 196 and II 197 have the same structure, both including a friction brush housing 1961, a telescopic core 1962, a friction plate 1963 and a spring 1964. The friction brush housing 1961 is fixed to the bottom of the controller housing 191. The telescopic core 1962 is inserted into the friction brush housing 1961, and a friction plate 1963 is provided at the outer end. The spring 1964 is arranged at the inner bottom of the friction brush housing 1961 and abuts against the telescopic core 1962. The friction plate 1963 presses the friction belt 1911 under the elastic force of the spring 1964. The friction belt 1911 and the friction brushes I 196 and II 197 form a friction pair. The function of the friction pair is that when the travel switch push plate substrate 192 presses any one of the switches, the switch substrate 1910 will have the effect of being "dragged". No matter how many degrees the crank arm 24 of the steering gear 23 rotates, the switch substrate 1910 will be brought to the corresponding position accordingly. At the same time, the travel switch is always in a closed state, rather than "pushing" the two travel switches in vain. In this embodiment, the LX19K-B travel switch is adopted.

[0070] See Figure 23 As shown in the figure, the travel switch push plate 198 is located between the travel switch I 1912 and the travel switch II 1914, and an appropriate gap is left to ensure that the vehicle does not need to push any travel switch when going straight. However, this gap cannot be too large, otherwise it will affect the sensitivity of the box body movement. In this embodiment, the travel switch push plate substrate 192 and the travel switch push plate 198 are of an integral structure. There is a drum-shaped shaft on the front of the travel switch push plate substrate 192, and the shaft on the crank arm is also drum-shaped, so that the flexibility of the pull rod 20 will not be affected by the non-concentricity at both ends during operation. In this embodiment, the pull rod 20 includes a first pull rod and a second pull rod connected by a nut in a threaded manner, and the length of the pull rod 20 can be adjusted by the nut.

[0071] In this embodiment, the friction plate 1963 is made of asbestos or other resin materials. The friction brush housing 1961 is formed by stamping cold-rolled plates, and the seams are welded to increase its strength to resist the damage caused by the elastic force of the spring 1964. The upper and lower mouths of the spring 1964 are stuck on the spring positioning navel, and the elastic force of the spring 1964 is moderate, which can not only ensure the dragging effect and realize the closing of the travel switch, but also make the friction plate 1963 durable.

[0072] Specifically, two sliders 195 are sleeved on each optical axis 193, and then both ends of the optical axis 193 are respectively inserted into two optical axis seats 194 made of aluminum alloy and fixed in the controller housing 191. The two ends of the optical axis 193 are threadedly connected to the optical axis seats 194 and fastened by spring washers to prevent loosening.

[0073] See Figure 24As shown in the figure, in the embodiment of the present utility model, the oil inlet and outlet ports 147 at both ends of the double plunger pump 14 are connected to the filter 31 in parallel through a group of one-way valves 30. The filter 31 is connected to the fuel tank 32 through a pipeline. The oil inlet and outlet ports 147 are then connected to the accumulator 29 in parallel through another group of one-way valves 30. The accumulator 29 is connected to the oil inlet port P of the electro-hydraulic reversing valve 27 through a pipeline, and an overflow valve 28 is provided on the pipeline leading to the electro-hydraulic reversing valve 27. Further, the plunger pump 33 is connected in parallel with the two oil inlet and outlet ports 147, and the plunger pump 33 is powered by the engine. During operation, the oil inlet and outlet ports 147 at both ends of the double plunger pump 14 continuously and alternately supply oil to the oil inlet port P of the electro-hydraulic reversing valve 27, and on the other hand, continuously and alternately suck oil from the fuel tank 32. The oil return port T of the electro-hydraulic reversing valve 27 is connected to the fuel tank, and the ports A and B of the electro-hydraulic reversing valve 27 are respectively connected to the hydraulic oil interfaces at both ends of three double-rod hydraulic cylinders (double-rod hydraulic cylinder I 5, double-rod hydraulic cylinder II 7, and double-rod hydraulic cylinder III 8) through two pipelines. The electro-hydraulic reversing valve 27 is controlled to reverse through the travel switch I 1912 and the travel switch II 1914. One-way valves are provided in each hydraulic pipeline to prevent liquid cross-flow.

[0074] Working principle of the double plunger pump 14: When the travel switch I 1912 is closed, the double plunger pump 14 sucks the filtered hydraulic oil from the fuel tank 32. When sucking, the one-way valve on the pipeline connected to the fuel tank opens, and the one-way valve on the pipeline connected to the accumulator 29 closes; when compressing, the one-way valve on the pipeline connected to the fuel tank closes, and the one-way valve on the pipeline connected to the accumulator 29 opens, and the hydraulic oil is pressed into the common pipe network, and so on repeatedly. There are an accumulator 29, an electro-hydraulic reversing valve 27, and an overflow valve 28 in the common pipe network, and the hydraulic oil is sent into each double-rod hydraulic cylinder through the electro-hydraulic reversing valve 27 to perform actions. When the pull rod 20 pushes the travel switch II 1914 to close in the reverse direction (at this time, the travel switch I 1912 is disconnected), the working principle of the double plunger pump 14 remains unchanged, only the carriage 1 slides in the opposite direction. When the controller 19 is set in the neutral position, the double-rod hydraulic cylinder stops operating. However, the double plunger pump 14 is still working. When the hydraulic oil pumped out by the double plunger pump 14 is overpressure, it returns to the fuel tank through the overflow valve 28. In this embodiment, the plunger pumps on both sides of the double plunger pump 14 are coaxial and parallel to the rear axle. The double plunger pump 14 realizes high-flow and high-pressure hydraulic oil transportation, improving work efficiency.

[0075] See Figure 25As shown in the figure, in the figure, K3 represents the travel switch I 1912, and K4 represents the travel switch II 1914. The travel switch I 1912 and the travel switch II 1914 are respectively connected to two control circuits, and both control circuits are connected to a 24V or 12V DC power supply. Small cars, such as sedans, are powered by a 12V DC power supply, and trucks are powered by a 24V DC power supply. The positive pole of the DC power supply passes through the 1-1RD fuse to the travel master switch Ks (normally closed state). The travel master switch Ks is on the car dashboard and is manually controlled. K1 and K2 are DC relay contacts, single-pole single-throw, and the contacts can at least meet 200A, and the contacts are silver contacts; C1 and C2 are two relay coils. When K3 is closed, the relay coil C1 is energized to make the contact K1 closed, and then the coil w1 inside the electro-hydraulic directional valve 27 is energized; when K4 is closed, the relay coil C2 is energized to make the contact K2 closed, and then the coil w2 inside the electro-hydraulic directional valve 27 is energized, thereby realizing commutation. The travel master switch Ks is a double-pole single-throw switch. As soon as it is disconnected, the balance mechanism is released from work (KS can be disconnected when the vehicle is empty).

[0076] See Figure 26 、 Figure 27 As shown in the figure, in the embodiment of the present invention, the fuel tank 32 is arranged on the chassis 6. The fuel tank 32 includes a fuel tank body 328. The top of the fuel tank body 328 is provided with a return oil pipe 321, a fuel injection port 322, an oil level gauge 323 and a suction oil pipe 324. The bottom of the fuel tank body 328 is provided with two drain valves 326. A partition 325 is provided at the inner bottom of the fuel tank body 328. The return oil pipe 321 and the suction oil pipe 324 are respectively located on both sides of the partition 325. The inner bottom of the fuel tank body 328 is a slope surface, so that the sediment is deposited near the drain port, which is convenient for draining the oil completely. The return oil pipe 321 and the suction oil pipe 324 are required to be at a height three times the pipe diameter from the bottom of the tank. The ports of the return oil pipe 321 and the suction oil pipe 324 are both cut with 45° bevels and respectively face both sides. When the double plunger pump 14 works, the hydraulic oil will generate heat, so the oil in the fuel tank 32 needs to be cooled. A spiral pipe 329 is arranged in the fuel tank body 328, and circulating cooling water is used in the spiral pipe 329 to cool the hydraulic oil. The circulating cooling water can be powered by a small membrane pump type pump. Generally, air cooling can achieve the cooling effect.

[0077] The working principle of the center of gravity axis balance mechanism for motor vehicles provided by the present invention is as follows:

[0078] See Figure 28 (a) As shown, when a motor vehicle is driving on an ideal flat road surface, its gravity is vertically directed towards the center of the earth and passes through the center point E of the connection line AB of the outer edges of the left and right wheels. The center of gravity of the motor vehicle is O, and L1 and L2 are the distances from the center of gravity O to the outer edges of the left and right wheels respectively. Since OA = OB, an isosceles triangle OAB is formed, and the gravity G falls on the center E of the connection line AB.

[0079] See Figure 28 As shown in (b), from the description of the motor vehicle carrying homogeneous materials, the center of gravity of the motor vehicle from front to back is at the 0 point of each cross-section. If several 0 points on several cross-sections are connected into a line segment, it is called the center of gravity axis. For a motor vehicle driving on an actual road surface, due to various reasons, the gravity G is at any point E` on the AB line and keeps changing. However, when the left wheel suddenly rises or turns left due to an uphill road surface on the left, two situations may occur for the gravity G: (1) When the gravity G coincides with O``B, it just reaches the critical point, and at this time, the pressure of the left wheel on the ground is zero. (2) After exceeding this critical point, the gravity G is outside O``B, and the right plate spring is compressed. At this time, it changes from the original stable equilibrium to an unstable equilibrium direction, O``A < O``B, the bottom surface of the cargo box forms a right downhill slope, and the goods are extremely easy to slide and overturn, causing huge losses to personnel and property. The center of gravity axis balance mechanism of the motor vehicle provided by the present invention is to achieve the purpose of the motor vehicle driving fast and turning without overturning. Specifically, when a straight-going motor vehicle turns left, the carriage 1 moves leftward under the action of the double-rod hydraulic cylinder, so that the center of gravity of the motor vehicle moves to the left, that is, L1` < L2`, and the right plate spring of the motor vehicle is not compressed or slightly compressed, and the center of gravity moves leftward in advance, overcoming the random equilibrium or even unstable equilibrium brought by the centrifugal force, so it can drive smoothly when turning, and the same is true for turning right. When resuming straight driving, the piston rod of the double-rod hydraulic cylinder returns to the initial state, and the center of gravity presents an isosceles triangle again (OA = OB). The center of gravity axis balance mechanism of the motor vehicle of the present invention can make the center of gravity stable during the driving process of the vehicle, so it is suitable for all vehicle models with three wheels or more.

[0080] In the embodiment of the present invention, there are two ways for the power source of the double-rod hydraulic cylinder:

[0081] The first is to directly supply the plunger pump 33 through the motor vehicle engine, and the plunger pump 33 provides the power source for the double-rod hydraulic cylinder.

[0082] The second is: to provide the power source through the double plunger pump 14. When driving, the double plunger pump 14 can provide a large amount of fluid for the motor vehicle in time to ensure the rapid operation of the balance mechanism, especially when going downhill or there are many curves, the advantages are very obvious. However, there are also deficiencies: once the rear wheel gets stuck in the road shoulder or mud and sand, the transmission shaft cannot rotate, and the rear wheel cannot drive out. At this time, the gravity of the motor vehicle is exactly the opposite, tilting towards the rear wheel stuck in the mud and sand, making it even more immobile. At this time, the small plunger pump 33 driven by the engine plays a rescue role. Although its working volume is small, it can also push the box body and goods to the other side (only it takes a little longer), greatly reducing the gravity of the rear wheel stuck in the mud and sand. If combined with manual assistance measures, the vehicle will not overturn and it is very easy for the wheels to get out of trouble for self-rescue.

[0083] The above are only the embodiments of the present utility model and are not intended to limit the protection scope of the present utility model. Any modifications, equivalent substitutions, improvements, expansions, etc. made within the spirit and principle of the present utility model are all included in the protection scope of the present utility model.

Claims

1. A center of gravity axis balance mechanism for a motor vehicle, which is arranged between a carriage (1) and a chassis (6), and is characterized in that It includes a left - right translation guiding mechanism, a double - piston - rod hydraulic cylinder, and a hydraulic control system. The left - right translation guiding mechanism is installed between the carriage (1) and the chassis (6), enabling the carriage (1) to translate left and right on the chassis (6). The double - piston - rod hydraulic cylinder is arranged on the chassis (6), and the two piston rods on both sides of the double - piston - rod hydraulic cylinder are respectively hinged to the left and right sides of the carriage (1). The hydraulic control system is arranged on the chassis (6) and connected to the double - piston - rod hydraulic cylinder, and the hydraulic control system is connected to the rocker arm of the steering gear. When the motor vehicle turns, the hydraulic control system controls the telescopic movement of the double - piston - rod hydraulic cylinder, thereby driving the carriage (1) to translate left and right on the chassis (6) to achieve automatic balance of the center of gravity of the motor vehicle.

2. The center-of-gravity axis balance mechanism of a motor vehicle according to claim 1, characterized in that The left - right translation guiding mechanism includes a plurality of linear bearings (3) arranged at intervals in the front - rear direction of the motor vehicle, and each linear bearing (3) is arranged in the left - right direction; The linear bearing (3) includes a linear bearing upper seat (301), a roller assembly, and a linear bearing base (304). Among them, the linear bearing upper seat (301) is placed above the linear bearing base (304), and both sides of the linear bearing upper seat (301) are connected to the linear bearing base (304) through side guiding structures. A roller assembly accommodating cavity is formed between the linear bearing upper seat (301) and the linear bearing base (304), the roller assembly is placed in the roller assembly accommodating cavity, and roller shaft chutes (3011) for supporting the roller assembly are provided on both sides of the inner wall of the linear bearing upper seat (301); The linear bearing upper seat (301) and the linear bearing base (304) are respectively connected to the carriage (1) and the chassis (6).

3. The center-of-gravity axis balance mechanism for a motor vehicle according to claim 2, characterized in that, The roller assembly includes a sand frame (302) and a plurality of rollers (303) arranged at intervals on the sand frame (302). Both ends of each roller are respectively accommodated in the roller shaft chutes (3011) on both sides of the inner wall of the linear bearing upper seat (301).

4. The center-of-gravity axis balance mechanism for a motor vehicle according to claim 2, wherein The side guiding structure includes side chutes (3042) provided on the outer side wall of the linear bearing base (304) and a plurality of guiding pins (305) provided on the linear bearing upper seat (301). The ends of the plurality of guiding pins (305) are accommodated in the corresponding side chutes (3042) of the linear bearing base (304).

5. The center-of-gravity axis balance mechanism of a motor vehicle according to claim 1, characterized in that, The hydraulic control system includes a double - plunger pump (14), a controller (19), and an electro - hydraulic reversing valve (27). Among them, the double - plunger pump (14) is arranged between the rear - axle drive shaft (15) and the rear - axle differential (9) of the motor vehicle, and the driving power of the rear - axle drive shaft (15) drives the double - plunger pump (14) to work. The double - plunger pump (14) is connected to the double - piston - rod hydraulic cylinder through a hydraulic oil pipeline and an electro - hydraulic reversing valve (27). The electro - hydraulic reversing valve (27) is connected to a control circuit with a controller (19). The controller (19) is arranged on the chassis (6) at the bottom of the vehicle head and is connected to the rocker arm of the steering gear through a pull rod (20). The controller (19) is triggered by the steering action of the motor vehicle steering wheel.

6. The center-of-gravity axis balance mechanism for a motor vehicle according to claim 5, characterized in that The controller (19) includes a controller housing (191), a travel switch push plate substrate (192), an optical axis (193), a friction brush assembly, a travel switch push plate (198), a switch substrate (1910), a friction belt (1911), a travel switch I (1912) and a travel switch II (1914). The controller housing (191) is fixed on the chassis (6). A friction brush assembly is provided at the bottom of the controller housing (191). Two groups of optical axes (193) are provided in the controller housing (191) from the inside to the outside. The switch substrate (1910) and the travel switch push plate substrate (192) are respectively slidably connected to the two groups of optical axes (193) located inside and outside. A friction belt (1911) is provided on one side of the switch substrate (1910) facing the friction brush assembly. The friction belt (1911) is parallel to the optical axis (193) and passes through the friction brush assembly. On the other side of the switch substrate (1910), a travel switch I (1912) and a travel switch II (1914) are arranged opposite to each other along the length direction of the friction belt (1911). A travel switch push plate (198) is provided on one side of the travel switch push plate substrate (192) facing the switch substrate (1910). The travel switch push plate (198) is located between the travel switch I (1912) and the travel switch II (1914). The other side of the travel switch push plate substrate (192) is hinged to the pull rod (20). The pull rod (20) drives the travel switch push plate substrate (192) to move. The travel switch push plate substrate (192) triggers the travel switch I (1912) or the travel switch II (1914) through the travel switch push plate (198), thereby controlling the commutation of the electro-hydraulic directional valve (27).

7. The center-of-gravity axis balance mechanism for a motor vehicle according to claim 6, wherein, The friction brush assembly includes a friction brush I (196) and a friction brush II (197). The friction brush I (196) and the friction brush II (197) are arranged opposite to each other on both sides of the friction belt (1911) and elastically clamp the friction belt (1911).

8. The center-of-gravity axis balance mechanism for a motor vehicle according to claim 7, characterized in that, The friction brush I (196) and the friction brush II (197) have the same structure, and both include a friction brush housing (1961), a telescopic core (1962), a friction plate (1963) and a spring (1964). The friction brush housing (1961) is fixed at the bottom of the controller housing (191). The telescopic core (1962) is inserted into the friction brush housing (1961), and a friction plate (1963) is provided at the outer end. The spring (1964) is provided at the inner bottom of the friction brush housing (1961) and abuts against the telescopic core (1962). The friction plate (1963) presses the friction belt (1911) under the elastic force of the spring (1964).

9. The center of gravity axis balance mechanism for a motor vehicle according to claim 5, characterized in that, The double-plunger pump (14) includes a crankcase and hydraulic cylinders provided on the left and right sides of the crankcase. The front and rear transmission ends of the crankcase are respectively connected to the rear axle drive shaft (15) and the rear axle differential (9). The driving power of the rear axle drive shaft (15) is transmitted to the hydraulic cylinders on both sides through the crankcase, so that the hydraulic cylinders on both sides expand and contract.

10. The center of gravity axis balance mechanism of a motor vehicle according to claim 9, characterized in that, The crankcase includes a large slider housing (1412), a crankshaft (144), a large slider (145), and a small slider (149). The large slider (145) is disposed within the large slider housing (1412) and is in sliding fit with the large slider housing (1412). The left and right ends of the large slider (145) are respectively connected to the piston rods (142) of the two hydraulic cylinders. A kidney-shaped hole (1451) is provided on the large slider (145) in the vertical direction. The crankshaft (144) passes through the kidney-shaped hole (1451) of the large slider (145), and the crankshaft (144) is in sliding fit with the kidney-shaped hole (1451) through the small slider (149). The two ends of the crankshaft (144) are rotatably connected to the large slider housing (1412) through bearings (146). One end of the crankshaft (144) is connected to the rear axle differential (9) through a coupling I (17), and the other end of the crankshaft (144) is connected to the rear axle drive shaft (15) through a coupling II (18) and a universal joint (16). The rotation of the crankshaft (144) drives the large slider (145) to move left and right, thereby driving the piston rods (142) of the two hydraulic cylinders to expand and contract.

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