Vehicle cornering speed difference compensation control device and engineering vehicle

Abstract

The utility model provides a kind of vehicle turning speed difference compensation control device and engineering vehicle, it is related to engineering vehicle technical field.The vehicle turning speed difference compensation control device includes first angle detector, second angle detector, controller, first proportional valve, second proportional valve, third proportional valve, fourth proportional valve, and controller is used to control first proportional valve, second proportional valve, third proportional valve and fourth proportional valve according to the detection data of first angle detector and second angle detector.The vehicle turning speed difference compensation control device can detect wheel turning angle in real time, calculate inside, outside turning radius and speed ratio in real time, control the current of proportional valve of hydraulic system, to compensate for wheel speed difference, slow down tire wear.

Description

Technical Field

[0001] This utility model relates to the field of engineering vehicle technology, and in particular to a vehicle turning speed difference compensation control device and an engineering vehicle. Background Technology

[0002] Existing engineering vehicles generally use hydraulic motors to drive the wheels, with proportional valves controlling the motor speed. This is a common mode of movement in engineering vehicles. When turning, the left and right wheels have different turning radii, requiring different speeds for the inner and outer wheels. If the speed control is improper, the wheels can slip while rolling, thus accelerating tire wear. Therefore, it is necessary to design a vehicle turning speed difference compensation control device that can detect the wheel turning angle in real time, calculate the inner and outer turning speed ratios, and control the current of the proportional valve in the hydraulic system to compensate for the wheel speed difference. Utility Model Content

[0003] To address the problems in the prior art, this application proposes a vehicle turning speed difference compensation control device and an engineering vehicle, which can detect the turning angle of the wheels in real time, calculate the turning radius and speed ratio of the inner and outer sides in real time, and control the current of the proportional valve of the hydraulic system, thereby compensating for the wheel speed difference and reducing tire wear.

[0004] One aspect of this utility model provides a vehicle turning speed difference compensation control device. The vehicle includes at least two left wheels, at least two right wheels, a first drive motor for driving the left wheels to rotate, and a second drive motor for driving the right wheels to rotate. The vehicle turning speed difference compensation control device includes a first angle detector, a second angle detector, a controller, a first proportional valve, a second proportional valve, a third proportional valve, and a fourth proportional valve. The first angle detector is used to detect the rotation angle of the left and right wheels located at the front of the vehicle. The second angle detector is used to detect the rotation angle of the left and right wheels located at the rear of the vehicle. The first proportional valve is used to control the forward speed of the left wheel. The second proportional valve is used to control the reverse speed of the left wheel. The third proportional valve is used to control the forward speed of the right wheel. The fourth proportional valve is used to control the reverse speed of the right wheel. The controller is used to control the first, second, third, and fourth proportional valves based on the detection data from the first and second angle detectors.

[0005] As a further improvement to the above technical solution:

[0006] Furthermore, in the aforementioned vehicle turning speed difference compensation control device, the controller is connected to a control switch, which is used to control the start or stop of the controller.

[0007] Another aspect of this utility model provides an engineering vehicle having the vehicle turning speed difference compensation control device as described above.

[0008] The above-mentioned technical features can be combined in various suitable ways or replaced by equivalent technical features, as long as the purpose of this utility model can be achieved.

[0009] This utility model provides a vehicle turning speed difference compensation control device and engineering vehicle, which, compared with the prior art, has at least the following beneficial effects: When the vehicle is moving forward, a first angle detector detects the rotation angles of the left and right wheels located at the front of the vehicle in real time, and a second angle detector detects the rotation angles of the left and right wheels located at the rear of the vehicle in real time. When the difference between the wheel rotation angle information detected by the first angle detector and the wheel rotation angle information detected by the second angle detector is greater than a preset threshold, the controller calculates the turning radius of the left wheel and the turning radius of the right wheel based on the wheel rotation angle information. Then, it calculates the speed ratio of the left wheel and the right wheel based on the turning radius of the left wheel and the right wheel, and controls the first proportional valve and the third proportional valve based on the speed ratio of the left wheel and the right wheel. The valve opening is adjusted to compensate for wheel speed differences and reduce tire wear. When the vehicle is moving backward, the first angle detector detects the rotation angles of the left and right wheels located at the front of the vehicle in real time, and the second angle detector detects the rotation angles of the left and right wheels located at the rear of the vehicle in real time. When the difference between the wheel rotation angle information detected by the first angle detector and the wheel rotation angle information detected by the second angle detector is greater than a preset threshold, the controller calculates the turning radius of the left wheel and the turning radius of the right wheel based on the wheel rotation angle information. Then, it calculates the speed ratio of the left wheel and the right wheel based on the turning radius of the left wheel and the right wheel, and controls the opening of the second proportional valve and the fourth proportional valve based on the speed ratio of the left wheel and the right wheel to compensate for wheel speed differences and reduce tire wear.

[0010] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0011] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0012] The present invention will be described in more detail below based on embodiments and with reference to the accompanying drawings. Wherein:

[0013] Figure 1 This shows a schematic diagram of the vehicle turning speed difference compensation control device provided in an embodiment of the present invention;

[0014] Figure 2 This shows a structural schematic diagram of the engineering vehicle provided in an embodiment of the present invention;

[0015] Figure 3 A partial structural schematic diagram of the engineering vehicle provided in an embodiment of this utility model is shown.

[0016] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not to scale.

[0017] Figure label:

[0018] 100 - Vehicle turning speed difference compensation control device, 110 - First angle detector, 111 - Encoder, 120 - Second angle detector, 130 - Controller, 140 - First proportional valve, 150 - Second proportional valve, 160 - Third proportional valve, 170 - Fourth proportional valve, 180 - Control switch, 200 - Chassis, 210 - Rotating shaft. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0023] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0024] The present invention will be further described below with reference to the accompanying drawings.

[0025] This utility model provides a vehicle turning speed difference compensation control device 100, which can detect the turning angle of the wheels in real time, calculate the turning radius and speed ratio of the inner and outer sides in real time, and control the current of the proportional valve of the hydraulic system, thereby compensating for the wheel speed difference and reducing tire wear.

[0026] Please see Figure 1The vehicle turning speed difference compensation control device 100 provided in this embodiment of the utility model includes at least two left wheels, at least two right wheels, a first drive motor for driving the left wheels to rotate, and a second drive motor for driving the right wheels to rotate. The vehicle turning speed difference compensation control device 100 includes a first angle detector 110, a second angle detector 120, a controller 130, a first proportional valve 140, a second proportional valve 150, a third proportional valve 160, and a fourth proportional valve 170. The first angle detector 110 is used to detect the rotation of the left and right wheels located at the front of the vehicle. Angle, second angle detector 120 is used to detect the rotation angle of the left wheel and right wheel located at the rear of the vehicle, first proportional valve 140 is used to control the forward speed of the left wheel, second proportional valve 150 is used to control the reverse speed of the left wheel, third proportional valve 160 is used to control the forward speed of the right wheel, fourth proportional valve 170 is used to control the reverse speed of the right wheel, controller 130 is used to control the first proportional valve 140, second proportional valve 150, third proportional valve 160 and fourth proportional valve 170 according to the detection data of the first angle detector 110 and second angle detector 120.

[0027] When the vehicle is moving forward, the first angle detector 110 detects the rotation angles of the left and right wheels located at the front of the vehicle in real time, and the second angle detector 120 detects the rotation angles of the left and right wheels located at the rear of the vehicle in real time. When the difference between the wheel rotation angle information detected by the first angle detector 110 and the wheel rotation angle information detected by the second angle detector 120 is greater than a preset threshold, the controller 130 calculates the turning radius of the left wheel and the turning radius of the right wheel based on the wheel rotation angle information. Then, it calculates the speed ratio of the left wheel and the right wheel based on the turning radius of the left wheel and the right wheel, and controls the opening of the first proportional valve and the third proportional valve based on the speed ratio of the left wheel and the right wheel to compensate for the wheel speed difference and reduce tire wear.

[0028] When the vehicle is moving backward, the first angle detector 110 detects the rotation angles of the left and right wheels located at the front of the vehicle in real time, and the second angle detector 120 detects the rotation angles of the left and right wheels located at the rear of the vehicle in real time. When the difference between the wheel rotation angle information detected by the first angle detector 110 and the wheel rotation angle information detected by the second angle detector 120 is greater than a preset threshold, the controller 130 calculates the turning radius of the left wheel and the turning radius of the right wheel based on the wheel rotation angle information. Then, it calculates the speed ratio of the left wheel and the right wheel based on the turning radius of the left wheel and the right wheel, and controls the opening of the second proportional valve and the fourth proportional valve based on the speed ratio of the left wheel and the right wheel to compensate for the wheel speed difference and reduce tire wear.

[0029] In this embodiment, please refer to Figure 2and Figure 3 The first angle detector 110 is an encoder 111 mounted on the front side of the vehicle chassis 200. The left and right wheels are rotatably mounted on the front side of the vehicle chassis 200 via a rotating shaft 210. The encoder 111 and the rotating shaft 210 are meshed with gears. When the left and right wheels rotate relative to the vehicle chassis 200 via the rotating shaft 210, the encoder 111 can rotate by a corresponding angle through the gears, thereby enabling the encoder 111 to obtain the rotation angle of the left and right wheels. Similarly, the second angle detector 120 is an encoder mounted on the rear side of the vehicle chassis 200. The left and right wheels are rotatably mounted on the front side of the vehicle chassis via a rotating shaft. The encoder and the rotating shaft are meshed with gears. The first proportional valve 140, the second proportional valve 150, the third proportional valve 160, and the fourth proportional valve 170 are mounted on the vehicle chassis 200. The power output mechanism controls the output power through the first proportional valve 140, the second proportional valve 150, the third proportional valve 160, and the fourth proportional valve 170 to control the rotation speed of the wheels.

[0030] The vehicle turning speed difference compensation control device 100 provided in this embodiment of the utility model, further please refer to... Figure 1 The controller 130 is connected to a control switch 180, which is used to control the start or stop of the controller 130.

[0031] In this embodiment, the first proportional valve is defined as B1, the second proportional valve as B2, the third proportional valve as B3, the fourth proportional valve as B4, and the control switch as SB1. The rotation angle when the tire is parallel to the center is defined as: counterclockwise is positive and clockwise is negative. The front wheel rotation detection angle is θ1, the rear wheel rotation detection angle is θ2, the front-to-back distance of the wheel center is a, and the left-to-right distance of the wheel center is b. a and b are determined by the structure and are fixed values.

[0032] Definition: θ = (θ2 - θ1) / 2, press control switch SB1 button:

[0033] 1. If θ > Δθ (Δθ can be defined in the controller program, set to 2°),

[0034] The right wheel is on the inner turning circle, and the turning radius is r = a / 2 / si nθ;

[0035] The left wheel is on the outer turning circle, and the turning radius is R = r + b;

[0036] The speed ratio of the inner to outer tires is: V_inner / V_outer = r / (r+b);

[0037] Control strategy: outer tire V 外 No speed limit, inner tire speed: V 内 =V 外 *r / (r+b)

[0038] Assume the current of the proportional valve that does not limit speed during forward movement is I. 前 The current of the proportional valve that does not limit speed during backward movement is I. 后 ,but:

[0039] 1) When the vehicle is moving forward: I B1 =I 前 ,I B2 =0,I B3 =I 前 *r / (r+b),I B4 =0;

[0040] 2) When the vehicle is reversing: I B1 =0,I B2 =I 后 ,I B3 =0,I B4 =I 后 *r / (r+b);

[0041] 2. If θ < -Δθ (Δθ can be defined in the controller program, set to 2°),

[0042] The left wheel is on the inner turning circle, and the turning radius is r = |a / 2 / si nθ|;

[0043] The right wheel is on the outer turning circle, and the turning radius is R = r + b;

[0044] The speed ratio of the inner and outer tires is: V 内 / V 外 = r / (r+b);

[0045] Control strategy: outer tire V 外 No speed limit, inner tire speed: V 内 =V 外 *r / (r+b);

[0046] Assume the current of the proportional valve that does not limit speed during forward movement is I. 前 The current of the proportional valve that does not limit speed during backward movement is I. 后 ,but:

[0047] 1) When the vehicle is moving forward: I B1 =I 前 *r / (r+b),I B2 =0,I B3 =I 前 ,I B4 =0;

[0048] 2) When the vehicle is reversing: I B1 =0,I B2 =I 后*r / (r+b),I B3 =0,I B4 =I 后 ;

[0049] 3. If -Δθ ≤ θ ≤ Δθ (Δθ can be defined in the controller program, set to 2°),

[0050] There is no speed limit on either the left or right wheels;

[0051] Let the current of the proportional valve when there is no speed limit during forward movement be I. 前 When there is no speed limit during backward movement, the current of the proportional valve is I. 后 ,but:

[0052] 1) When the vehicle is moving forward: I B1 =I 前 ,I B2 =0,I B3 =I 前 ,I B4 =0;

[0053] 2) When the vehicle is reversing: I B1 =0,I B2 =I 后 ,I B3 =0,I B4 =I 后 .

[0054] This utility model embodiment also proposes an engineering vehicle equipped with the vehicle turning speed difference compensation control device provided in any of the above embodiments. The specific structure of the vehicle turning speed difference compensation control device is the same as that in the above embodiments. Since this engineering vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0055] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0056] While specific embodiments of the present invention have been described herein with reference to them, it should be understood that these embodiments are merely examples of the principles and applications of the present invention. Therefore, it should be understood that many modifications can be made to the exemplary embodiments, and other arrangements can be designed without departing from the spirit and scope of the present invention as defined by the appended claims. It should be understood that different dependent claims and features described herein can be combined in ways different from those described in the original claims. It is also understood that features described in conjunction with individual embodiments can be used in other described embodiments.

Claims

1. A vehicle turning speed difference compensation control device, the vehicle comprising at least two left wheels, at least two right wheels, a first drive motor for driving the left wheels to rotate, and a second drive motor for driving the right wheels to rotate, characterized in that, The vehicle turning speed difference compensation control device includes a first angle detector, a second angle detector, a controller, a first proportional valve, a second proportional valve, a third proportional valve, and a fourth proportional valve. The first angle detector is used to detect the rotation angle of the left wheel and the right wheel located at the front of the vehicle. The second angle detector is used to detect the rotation angle of the left wheel and the right wheel located at the rear of the vehicle. The first proportional valve is used to control the forward speed of the left wheel. The second proportional valve is used to control the reverse speed of the left wheel. The third proportional valve is used to control the forward speed of the right wheel. The fourth proportional valve is used to control the reverse speed of the right wheel. The controller is used to control the first proportional valve, the second proportional valve, the third proportional valve, and the fourth proportional valve based on the detection data of the first angle detector and the second angle detector.

2. The vehicle turning speed difference compensation control device according to claim 1, characterized in that, The controller is connected to a control switch, which is used to control the controller to start or stop.

3. An engineering vehicle, characterized in that, The engineering vehicle has a vehicle turning speed difference compensation control device as described in claim 1 or 2.

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