CN118560489B - Engineering vehicle and control method thereof - Google Patents
Engineering vehicle and control method thereof Download PDFInfo
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- CN118560489B CN118560489B CN202411047477.5A CN202411047477A CN118560489B CN 118560489 B CN118560489 B CN 118560489B CN 202411047477 A CN202411047477 A CN 202411047477A CN 118560489 B CN118560489 B CN 118560489B
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000009194 climbing Effects 0.000 claims abstract description 44
- 230000005540 biological transmission Effects 0.000 claims description 14
- 238000010276 construction Methods 0.000 claims description 11
- 238000012546 transfer Methods 0.000 claims description 9
- 230000005484 gravity Effects 0.000 claims description 2
- 239000000725 suspension Substances 0.000 abstract description 8
- 230000008569 process Effects 0.000 description 5
- 239000000463 material Substances 0.000 description 4
- 230000007704 transition Effects 0.000 description 4
- 238000004891 communication Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000003780 insertion Methods 0.000 description 2
- 230000037431 insertion Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The application relates to the technical field of vehicle power and discloses an engineering vehicle and a control method thereof, wherein the engineering vehicle comprises a working unit and a driving unit which are independently arranged and hinged end to end, the bottom of the driving unit is provided with a driving wheel and is used for providing driving force for the working unit, the bottom of the working unit is provided with a travelling wheel, the engineering vehicle further comprises a controller, and the controller judges whether the vehicle needs to run or stops running; when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run; determining climbing power required by the working unit according to the gradient; and controlling the corresponding driving unit to be connected with the working unit according to the climbing power. According to the application, when the vehicle runs, the driving unit and the working unit are arranged in a split manner in a hinged manner, so that smaller turning radius can be realized, the climbing capacity and the running passing capacity of the vehicle are improved, and overload damage to parts such as a driving system of the engineering vehicle and the like caused by suspension of travelling wheels is effectively avoided.
Description
Technical Field
The application belongs to the technical field of vehicle power, and particularly relates to an engineering vehicle and a control method thereof.
Background
The existing engineering crane or engineering vehicle is integrated, specifically, a chassis is adopted to integrate all driving systems on a working system, particularly, an axle of the ultra-large tonnage engineering crane is provided with 8 shafts or more, the length of the whole crane is 18m or more, the minimum turning radius is 13m or more, and the steering passing performance is poor; meanwhile, in the process of mountain climbing transition of the integral crane and the engineering vehicle, the suspension state of the driving axle wheels is easy to occur, the damage of the driving system or the suspension system parts is easy to be caused, and meanwhile, the climbing capacity and the running passing performance of the vehicle are greatly reduced.
Disclosure of Invention
The application aims to provide an engineering vehicle and a control method thereof, so as to improve the climbing capacity and the running passing performance of the engineering vehicle.
In order to achieve the above object, according to an aspect of the present application, there is provided an engineering vehicle including a working unit and a driving unit which are independently provided and hinged head to tail, a driving wheel being installed at a bottom of the driving unit and for providing a driving force for driving the working unit, a road wheel being installed at a bottom of the working unit, the engineering vehicle further including a controller electrically connected to the driving unit, the controller being configured to:
judging whether the vehicle needs to run or stops running;
when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run;
determining climbing power required by the working unit according to the gradient;
and controlling the corresponding driving unit to be connected with the working unit according to the climbing power.
In some embodiments, the head end and/or the tail end of the working unit is hinged to at least one drive unit; when a plurality of driving units are arranged on the same side of the working unit, any two adjacent driving units are sequentially hinged head to tail.
In some embodiments, in the opposite side ends of the drive unit and the working unit: one of the first supports is provided with two first supports which are arranged at intervals along the width direction, the other one of the first supports is provided with a second support, and the two first supports and the second support are hinged through a connecting bracket.
In some embodiments, the connecting bracket is a triangular frame structure, and three ends of the connecting bracket are respectively hinged with the two first supports and the second supports.
In some embodiments, the drive unit includes a drive chassis, and a power source, a gearbox, and a transfer case mounted on the drive chassis, both in driving connection with the power source, the gearbox and the transfer case being connected between the gearbox and the drive wheels by a drive shaft.
The second aspect of the present application provides a control method for an engineering vehicle, which is applied to the engineering vehicle as described above, and the control method for the engineering vehicle includes the steps of:
Judging whether the vehicle needs to run or stops running;
when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run;
determining climbing power required by the working unit according to the gradient;
and controlling the corresponding driving unit to be connected with the working unit according to the climbing power.
In some embodiments, the step of controlling the connection of the corresponding driving unit and the working unit according to the climbing power includes:
Determining the number of driving units connected with the working unit according to the climbing power;
And connecting a preset number of driving units to the head end and/or the tail end of the working unit.
In some embodiments, the step of determining the number of drive units to which the working unit is connected according to the climbing power comprises:
Acquiring the driving force of each driving unit;
The number of drive units to which the working unit needs to be connected is calculated from the climbing power and the driving force of each drive unit.
In some embodiments, the total driving force of the driving unit to the working unit can be obtained by the following calculation formula:
wherein F is the total driving force of the driving unit to the working unit; g is the gravity of the working unit; alpha is the inclination angle of the slope; f W is the air resistance of the vehicle during running; f is the frictional resistance of the road surface on which the vehicle is traveling.
In some embodiments, the control method of the engineering vehicle further includes the steps of:
after the vehicle is transferred to a preset working place, the driving unit is controlled to be separated from the working unit;
the drive unit is controlled to execute other drive or load instructions.
Through the technical scheme, the engineering vehicle provided by the embodiment of the invention has the following beneficial effects:
according to the application, the driving unit and the working unit of the engineering vehicle are hinged in a split mode, when the vehicle needs to work, whether the vehicle needs to run or stops running is judged, when the vehicle needs to run, the gradient of a road surface on which the vehicle is about to run is obtained, and the climbing power needed by the working unit is determined according to the gradient; and controlling the corresponding driving unit to be connected with the working unit according to the climbing power. Compared with the structure that the driving unit is directly integrated on the working unit in the prior art, the split type arrangement of the application can enable the vehicle to realize smaller turning radius, promote the climbing capacity and the running passing capacity of the engineering vehicle, and effectively avoid overload damage to parts such as a driving system of the engineering vehicle caused by suspension of the travelling wheels.
Additional features and advantages of embodiments of the application will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain, without limitation, the embodiments of the application. Other figures may be made from the structures shown in these figures without inventive effort for a person of ordinary skill in the art. In the drawings:
Fig. 1 is a schematic diagram of a connection structure of a working unit and a driving unit of an engineering vehicle of the present application;
FIG. 2 is a schematic illustration of an engineering vehicle of the present application during climbing;
FIG. 3 is a schematic view of the structure of the connection bracket for the working unit and the driving unit directly;
FIG. 4 is a schematic diagram of a driving unit in the construction vehicle according to the present application;
fig. 5 is a schematic flow chart of a control method of the engineering vehicle of the present application.
Description of the reference numerals
1. A driving unit; 11. a driving wheel; 31. a first support; 32. a second support; 33. a connecting bracket; 2. a working unit; 21. a walking wheel; 41. a power source; 42. a gearbox; 43. a transfer case; 44. a transmission shaft; 45. and a drive axle.
Detailed Description
The following describes specific embodiments of the present application in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the application, are not intended to limit the application.
The construction vehicle and the control method thereof according to the present application are described below with reference to the accompanying drawings.
As shown in fig. 1 and 2, the present application provides an engineering vehicle which is of a split type structure, i.e., includes a working unit 2 and a driving unit 1 which are independently provided and hinged end to end, a driving wheel 11 is installed at the bottom of the driving unit 1 and is used for providing a driving force for driving the working unit 2, a traveling wheel 21 is installed at the bottom of the working unit 2, and the engineering vehicle further includes a controller electrically connected to the driving unit 1, the controller being configured to: judging whether the vehicle needs to run or stops running; when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run; determining climbing power required by the working unit 2 according to the gradient; the corresponding driving unit 1 is controlled to be connected with the working unit 2 according to the climbing power.
The driving unit 1 includes components with driving functions in the engineering vehicle, and the working unit 2 refers to components capable of performing operations or work, for example, for a crane, the working unit 2 is integrated with a boom system and other structures, and for an excavator, the working unit 2 is integrated with a boom, a bucket and the like.
According to the application, the driving unit 1 and the working unit 2 of the engineering vehicle are hinged in a split mode, when the vehicle needs to work, the connection state (connection or separation) between the driving unit 1 and the working unit 2 is controlled according to the working state (such as a running state or a stopping running state) required by the vehicle, the gradient of a road surface on which the vehicle is about to run is acquired in the running process, the climbing power required by the working unit 2 is determined according to the gradient, the corresponding driving unit 1 and the working unit 2 are controlled to be connected according to the climbing power, and the running or transition driving force is provided for the working unit 2 through the driving unit 1. Compared with the structure that the driving unit 1 is directly integrated on the working unit 2 in the prior art, the split type arrangement of the application can enable the vehicle to realize smaller turning radius, improve the climbing capacity and the running passing capacity of the engineering vehicle, and effectively avoid overload damage to parts such as a driving system of the engineering vehicle caused by suspension of the travelling wheels 21.
In some embodiments, the head end and/or the tail end of the working unit 2 is hinged to at least one drive unit 1; when a plurality of driving units 1 are arranged on the same side of the working unit 2, any two adjacent driving units 1 are hinged in sequence from head to tail.
In the running process of the vehicle, when the vehicle needs to pass through a slope with a larger gradient, if the working unit 2 cannot pass through smoothly due to insufficient driving force of the single driving unit 1, a plurality of driving units 1 can be connected in front of and behind the working unit 2, so that the driving force is improved, and the climbing capacity and the running passing performance of the product are improved. It will be appreciated that when a drive unit 1 is required to provide drive force, a drive unit 1 may be connected to the head end or the tail end of the working unit 2. When the driving force required by the working unit 2 is large, when two driving units 1 are required to provide driving force, one driving unit 1 may be connected to each of the head end and the tail end of the working unit 2, or the two driving units 1 may be directly connected to the head end or the tail end of the working unit 2. When the number of the required driving units 1 is more than two, the arrangement of the driving units 1 can be set according to the actual requirement, but if two or more driving units 1 are located on the same side of the working unit 2, any two adjacent driving units 1 are also connected in a hinged manner. When the vehicle climbs a slope, the driving unit 1 positioned in front of the working unit 2 provides forward driving pulling force for the working unit 2, and the driving unit 1 positioned behind the working unit 2 provides forward driving force for the working unit 2, so that the working unit 2 can smoothly pass through the slope through the cooperation of the front driving unit 1 and the rear driving unit 1. In addition, when the plurality of driving units 1 are adopted to realize the running and the transition of the vehicle, the difficulty of limiting the power and the torque of a single engine of the fuel transmission vehicle can be solved. If the existing kiloton engineering crane or engineering vehicle has large weight due to the fact that the power and torque of the existing 15L engine cannot meet the requirements of the vehicle, the problem that the power or torque of the engine is limited can be solved by adopting the split type multi-drive unit 1 structure.
In some embodiments, in the opposite lateral ends of the drive unit 1 and the working unit 2: one of which is mounted with two first holders 31 arranged at intervals in the width direction, and the other of which is mounted with a second holder 32, the two first holders 31 and the second holder 32 being hinged by a connecting bracket 33.
Wherein, for the working unit 2, different supports are respectively connected at the head end and the tail end of the working unit 2, and for a group of connection structures, two first supports 31, two second supports 32 and two connection supports 33 are matched to form a stable triangle connection structure. During connection, the first support 31 and the second support 32 are detachably connected to the end face of the driving unit 1 or the working unit 2, the first support 31 or the second support 32 is hinged with the connecting support 33 by adopting a pin shaft, specifically, the connection parts of the first support 31, the second support 32 and the connecting support 33 are all arranged to be a hinged lug plate structure, and the automatic locking or unlocking mode between the support and the connecting support 33 can be realized by controlling the insertion or the insertion of the pin shaft through an external part.
In some embodiments, as shown in fig. 3, the connection bracket 33 has a triangular frame structure, and the connection bracket 33 of this structure is more stable, and three ends of the connection bracket 33 are hinged to the two first and second supports 31 and 32, respectively.
Specifically, the three ends of the connecting bracket 33 are provided with mounting plates which are also in the form of double-lug plate structures and have accommodating spaces, and when in connection, the first support 31 or the second support 32 is inserted into the accommodating spaces of the mounting plates, and then the two are connected through a pin shaft.
As shown in fig. 4, the driving unit 1 includes a driving chassis, a power source 41, a gear box 42 and a transfer box 43 mounted on the driving chassis, wherein the gear box 42 and the transfer box 43 are in transmission connection with the power source 41, the gear box 42 is connected with the driving wheels 11 through a transmission shaft 44, specifically, one end of the transmission shaft 44 is connected with the gear box 42, the other end is connected with a driving axle 45, and the driving axle 45 is coaxially connected with the driving wheels 11, so that the driving wheels 11 can be driven to rotate. The power source 41 may be an engine with different power or torque or a combination of new energy motors.
A second aspect of the present application provides a control method for a construction vehicle, which is applied to the construction vehicle as described above, as shown in fig. 5, and the control method for the construction vehicle includes the steps of:
s10: judging whether the vehicle needs to run or stops running;
s20: when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run;
s30: determining climbing power required by the working unit 2 according to the gradient;
S40: the corresponding driving unit 1 is controlled to be connected with the working unit 2 according to the climbing power.
In this embodiment, the function of the driving unit 1 may be fully utilized, when the vehicle is in a driving state, the gradient of the road surface to be driven is obtained, the climbing power of the working unit is determined according to the gradient, and the corresponding driving unit 1 and the working unit 2 are controlled to be connected according to the climbing power, and because the driving unit 1 and the working unit 2 are separately arranged, the road wheels 21 are not separated from the ground when the engineering vehicle climbs or descends, so that the climbing capacity and the driving passing performance of the product can be improved; and overload damage to a driving system or parts of a suspension system caused by suspension of wheels can be effectively avoided. In addition, when the vehicle finishes running or transferring, the driving unit 1 and the working unit 2 can be separated, and the driving unit 1 can bear the work of loading material transfer or driving other working units 2 to transfer, so that the utilization rate of the driving unit 1 is improved, and the use cost of a user is reduced.
In some embodiments, the step of controlling the connection of the corresponding driving unit 1 and working unit 2 according to the climbing power includes:
determining the number of driving units 1 connected with the working unit 2 according to the climbing power;
A predetermined number of driving units 1 are connected to the head end and/or the tail end of the working unit 2.
When there is a certain gradient on the road surface, the driving force required for driving the working unit 2 smoothly through the slope surface is required to be driven according to the gradient of the road surface before the vehicle runs, and the driving force is derived from the driving unit 1, so that the type and the number of the connected driving units 1 are required to be determined according to the required driving force before the vehicle runs, and the driving units 1 are correspondingly connected to the head end or the tail end of the working unit 2. In the preferred embodiment, when the number of the driving units 1 is even, the same number of driving units 1 may be connected to the head and tail ends of the working units 2, respectively, so as to ensure that the working units 2 have the smallest turning radius and can receive more uniform driving force at the same time, thereby ensuring stable running.
In some embodiments, the step of determining the number of driving units 1 to which the working unit 2 is connected according to the climbing power includes:
Acquiring a driving force of each driving unit 1;
The number of drive units 1 to which the working unit 2 needs to be connected is calculated from the climbing power and the driving force of each drive unit 1.
In the running process, the required running driving force is different for different road surfaces and different working units 2, so that the total driving force provided by the connected driving unit 1 is larger than the climbing power required by the working units 2 in order to ensure that the working units 2 can smoothly pass through the slope. After the total driving force of the driving units 1 is determined, an optimal combined connection of the driving units 1 may be determined according to the power and torque of each driving unit 1.
In some embodiments, the total driving force of the driving unit 1 to the working unit 2 can be obtained by the following calculation formula:
wherein F is the total driving force of the driving unit 1 to the working unit 2; g is the weight of the working unit 2; alpha is the inclination angle of the slope; f W is the air resistance of the vehicle during running; f is the frictional resistance of the road surface on which the vehicle is traveling.
The following description will be made with respect to the calculation process using the power source 41 as an engine:
Wherein i is the i-th gear of the transmission; j is the j power point of the engine; va (i, j) is the speed of the whole machine; r is the rolling radius of the road wheel 21; n (j) is the rotating speed corresponding to the jth power point of the engine; ig (i) is the speed ratio of the transmission i-th gear; io is the speed ratio of the axle; efmj is the frontal area of the vehicle; l is the width of the whole vehicle; h is the height of the whole vehicle; ft (i, j) is the complete machine traction force of the transmission at the ith gear and the jth power point of the engine; me (j) is the output torque corresponding to the jth power point of the engine; at (i, j) is the transmission i-th gear, the total driveline efficiency At the engine j-th power point; fw (i, j) is the air resistance of the whole machine at the jth power point of the engine when the transmission is at the ith gear; d (i, j) is the power factor at the jth power point of the engine for the ith gear of the transmission; f (i, j) is the road resistance coefficient of the transmission at the ith gear and the jth power point of the engine; ff (i, j) is the road resistance at the jth power point of the engine for the ith gear of the transmission; ga is the total weight of the whole machine; a (i, j) is the climbing angle; alpha (i, j) is the climbing grade%.
In some embodiments, the control method of the engineering vehicle further includes:
When the vehicle is in a stopped running state, the driving unit 1 and the working unit 2 are controlled to be separated;
the drive unit 1 is controlled to execute other drive or load instructions.
When the vehicle is transferred to the preset work place, the controller controls the driving unit 1 and the working unit 2 to be detached and separated, and at this time, the working unit 2 performs a corresponding work at the preset work place. Besides the driving capability, the driving unit 1 comprises a driving chassis and a plurality of driving components arranged in the driving chassis, so that the driving chassis of the driving unit 1 also has the cargo carrying capability, and can assist in transferring materials such as movable supporting legs, suspension arms and weights of the engineering crane. Meanwhile, when the working unit 2 is operated at a certain work site for a long time, the driving unit 1 may be used for transition of other working units 2. According to the application, the driving unit 1 and the working unit 2 are independently arranged, so that the driving unit 1 has a plurality of functions, the function of the driving unit 1 is fully exerted, and the use cost is saved.
In the description of the present application, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; may be mechanically connected, may be electrically connected or may be in communication with each other; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.
Claims (10)
1. Engineering vehicle characterized by comprising a working unit (2) and a driving unit (1) which are independently arranged and hinged end to end, wherein a driving wheel (11) is arranged at the bottom of the driving unit (1) and is used for providing running driving force for the working unit (2), a travelling wheel (21) is arranged at the bottom of the working unit (2), and the engineering vehicle further comprises a controller electrically connected with the driving unit (1), and the controller is configured to:
judging whether the vehicle needs to run or stops running;
when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run;
determining a climbing power required by the working unit (2) according to the gradient;
determining the number of driving units (1) connected with the working unit (2) according to the climbing power;
connecting a preset number of the driving units (1) to the head end and/or the tail end of the working unit (2).
2. The working vehicle according to claim 1, characterized in that the head end and/or the tail end of the working unit (2) is/are articulated with at least one of the drive units (1); when a plurality of driving units (1) are arranged on the same side of the working unit (2), any two adjacent driving units (1) are hinged in sequence from head to tail.
3. The working vehicle according to claim 1, characterized in that in the opposite lateral ends of the drive unit (1) and the working unit (2): one of the two first supports (31) is provided with two first supports (32) which are arranged at intervals along the width direction, the other one of the two first supports (31) and the second supports (32) are hinged through a connecting bracket (33).
4. A working vehicle according to claim 3, characterized in that the connecting bracket (33) is a triangular frame structure, the three ends of the connecting bracket (33) being hinged to the two first supports (31) and the second support (32), respectively.
5. The working vehicle according to claim 1, characterized in that the drive unit (1) comprises a drive chassis and a power source (41), a gearbox and a transfer case (43) mounted on the drive chassis, the gearbox (42) and the transfer case (43) being in driving connection with the power source (41), the gearbox (42) and the drive wheels (11) being connected by means of a transmission shaft (44).
6. A control method of a construction vehicle, characterized by being applied to the construction vehicle according to any one of claims 1 to 5, comprising the steps of:
Judging whether the vehicle needs to run or stops running;
when the vehicle needs to run, acquiring the gradient of the road surface on which the vehicle is about to run;
determining a climbing power required by the working unit (2) according to the gradient;
and controlling the corresponding driving unit (1) to be connected with the working unit (2) according to the climbing power.
7. The control method of the construction vehicle according to claim 6, wherein the step of controlling the connection of the corresponding driving unit (1) and the working unit (2) according to the climbing power includes:
determining the number of driving units (1) connected with the working unit (2) according to the climbing power;
connecting a preset number of the driving units (1) to the head end and/or the tail end of the working unit (2).
8. The control method of the construction vehicle according to claim 7, wherein the step of determining the number of drive units (1) to which the working unit (2) is connected according to the climbing power includes:
Acquiring a driving force of each driving unit (1);
the number of the driving units (1) to be connected to the working unit (2) is calculated according to the climbing power and the driving force of each driving unit (1).
9. The control method of the working vehicle according to claim 8, characterized in that the total driving force of the driving unit (1) to the working unit (2) can be obtained by the following calculation formula:
Wherein F is the total driving force of the driving unit (1) to the working unit (2); g is the gravity of the working unit (2); alpha is the inclination angle of the slope; f W is the air resistance of the vehicle during running; f is the frictional resistance of the road surface on which the vehicle is traveling.
10. The control method of the construction vehicle according to claim 6, characterized in that the control method of the construction vehicle further comprises the steps of:
When the vehicle is in a stopped running state, the driving unit (1) and the working unit (2) are controlled to be separated;
the drive unit (1) is controlled to execute further drive or load instructions.
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|---|---|---|---|---|
| CN106114633A (en) * | 2016-07-27 | 2016-11-16 | 苏州博众机器人有限公司 | Modularity AGV dolly |
| CN115771410A (en) * | 2021-09-06 | 2023-03-10 | 现代自动车株式会社 | Drive distribution device and drive control method for unmanned unit |
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