CN112026910A - Wire-controlled chassis platform applied to unmanned full-freedom steering - Google Patents

Abstract

A drive-by-wire chassis platform applied to unmanned full-freedom steering comprises a suspension system arranged between a frame and a driving system, wherein the driving system comprises four hub motor and tire assemblies arranged below the suspension system; the four wheels are independently steered through the four steering motors respectively, the steering motors are decelerated and torque-increased through the speed reducer, the control precision and the torque are improved, steering control is performed on the four wheels respectively according to the steering angles of the whole vehicle through the chassis controller and the motor controller, no fixed mechanical structure is connected among the four wheels, the steering angles of the four wheels are adjusted and controlled through the controller, and therefore the small steering radius of the whole vehicle, the zero steering radius and even the transverse traveling function can be achieved, the flexibility of the whole vehicle is greatly improved, and the application range is expanded.

Description

A wire-controlled chassis platform for full-degree-of-freedom steering for unmanned driving

technical field

The invention relates to the technical field of unmanned driving, in particular to a wire-controlled chassis platform used for full-degree-of-freedom steering for unmanned driving.

Background technique

At present, whether it is an autonomous vehicle or a service robot or a wire-controlled chassis in the AGV industry, there are mainly two types of structures:

One is the structure borrowed from and derived from traditional automobiles. Using the traditional Ackerman steering structure, the entire vehicle can be steered through the linked rotation of the two wheels on the front axle. Or through the linked rotation of the front and rear wheels, the entire vehicle can be turned. The characteristics of this structure are: the two tires on the same axle are connected by a mechanical structure, and the steering directions of the two tires on the same axle must be the same when turning, and the steering angle has a fixed corresponding relationship. This structure has the advantages of simple structure and easy control. However, it is impossible to realize the steering of the whole vehicle with a small turning radius or even zero turning radius. For service robots and AGV products, the use environment is usually very small and complex, the flexibility of the product is very high, and the turning radius is required to be as small as possible. Therefore, this structure has obvious disadvantages for this product.

In contrast, another structure is commonly used in AGV products. Using the principle of differential speed between the left and right wheels of the differential body, the steering of the whole vehicle is realized. The feature of this structure is that when the whole vehicle needs to be turned, the wheels do not rotate in the steering direction other than the direction of travel. Just adjust the rotation speed of the wheels on both sides in the forward direction, so that the rotation speed of the wheels on both sides is different, and the driving distance of the wheels on both sides is different, so as to realize the steering of the whole vehicle. And in this way, a micram wheel structure in which a plurality of small rollers are distributed obliquely on the tire surface for steering is derived. This structure is simpler and easier to control. However, due to the difference in the rotational speed of the wheels on both sides, the lateral wear of the wheels will be caused. Steering stability and safety decrease rapidly as the vehicle speed increases. Therefore, it is usually not used in working environments with high vehicle speeds and poor road conditions.

In addition, service robots and AGV models are usually difficult to use conventional suspension vibration reduction systems derived from traditional vehicles due to the size and structure of the vehicle, or even no suspension vibration reduction system, resulting in poor driving stability and smoothness of the vehicle. It has poor performance and can only be used on flat roads such as indoors.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a wire-controlled chassis platform used in unmanned full-degree-of-freedom steering, so as to solve the problems raised in the prior art.

In order to achieve the above object, the present invention provides the following technical solutions: a wire-controlled chassis platform used for unmanned full-degree-of-freedom steering, including a suspension system installed between a vehicle frame and a drive system, and the drive system includes Four in-wheel motors with tire assemblies are installed under the suspension system, and a steering system for individually controlling the steering of the four in-wheel motors with tire assemblies is also installed on the frame.

Preferably, the steering system includes a steering motor, a reducer, a coupling and a bearing mounting seat, the bearing mounting seat is mounted on the frame, the steering motor is connected to the input end of the reducer, so The output end of the reducer is connected with the coupling, and the coupling is connected with the suspension system for controlling the suspension system to be controllably rotated relative to the frame by a predetermined angle.

Preferably, the suspension system includes a wishbone assembly, at least one shock absorber and a bearing, the wishbone assembly is rotatably connected to the inner wall of the bearing mounting seat through the bearing, and the fork The rotation axis of the arm assembly is perpendicular to the plane of the frame, the first end of the fork arm assembly is connected to the coupling, and the second end of the fork arm assembly is connected to the shock absorber connected, the second end of the shock absorber is connected to the wheel hub motor belt tire assembly.

Preferably, the number of the shock absorbers is one, the first end of the shock absorber is connected to the fork arm assembly, and the second end of the shock absorber is connected to the wheel hub motor with tire assembly A support rod is hinged on the other side of the wheel hub motor with tire assembly, and the second end of the support rod is connected to the fork arm assembly.

Preferably, a laterally arranged connecting arm is arranged below the wishbone assembly, the shock absorber includes a first shock absorber and a second shock absorber arranged in parallel, and the first shock absorber and the second shock absorber are arranged in parallel. Two shock absorbers are fixedly connected to the two ends of the connecting arm respectively, and the second ends of the first shock absorber and the second shock absorber are hinged on both sides of the upper rotating shaft of the wheel hub motor belt tire assembly, The rotating shaft is rotatable relative to the first shock absorber or the second shock absorber in a plane in which the first shock absorber and the second shock absorber are located.

Preferably, an adjustment cylinder is connected to the shock absorber, a damping cavity is arranged inside the shock absorber, a piston is arranged in the adjustment cylinder, and one side of the piston forms a compression cavity that communicates with the damping cavity , the other side of the piston is provided with an adjustment end, and the adjustment end is connected with the hydraulic system or the electric push rod transmission.

Preferably, the bottom of the shock absorber is hinged with a connecting joint, the connecting joint is connected to the rotating shaft, the in-wheel motor with tire assembly adopts an inner rotor brushless motor with a photoelectric encoder, and the in-wheel motor with tire assembly A first- or second-level deceleration mechanism is added to the interior.

Preferably, the steering motor adopts a servo motor, a stepping motor, a brushless motor or a brushed motor; the reducer includes one or both of planetary gears, worm gears, and spur gear reduction mechanisms.

Preferably, a pressure sensor is arranged in the compression chamber, and the hydraulic system or the electric push rod is signally connected to the pressure sensor.

A control method for an unmanned full-degree-of-freedom steering-by-wire chassis platform, comprising the following steps:

Step S1, the pressure sensor detects the magnitude of the pressure in the compression chamber or the rate of pressure change in the compression chamber or the magnitude of the pressure change in the compression chamber;

Step S2: Adjust the rigidity of the shock absorber on the front wheel/rear wheel and/or the rigidity of the shock absorber on both sides of the wheel hub motor belt tire assembly through the feedback data of the pressure sensor.

Compared with the prior art, the beneficial effects of the present invention are:

1. The four wheels are independently steered through the four steering motors. The steering motor decelerates and increases the torque through the reducer to improve the control accuracy and torque. The steering control of each wheel is carried out separately, and the four wheels are not connected by a fixed mechanical structure. The steering angle of the four wheels is adjusted and controlled by the above-mentioned controller, so the functions of small turning radius, zero turning radius and even lateral driving of the whole vehicle can be realized. Greatly improve the flexibility of the vehicle and expand the scope of use;

2. The wheels are connected to the whole vehicle through the wishbone assembly integrating the coil spring and shock absorber, which constitutes an efficient vibration damping suspension system, which reduces the impact during driving and absorbs vibration energy. Thereby, the stability and smoothness of the whole vehicle are improved, and it provides a good platform for carrying high-precision instruments and equipment;

3. The driving part adopts four in-wheel motors and their in-wheel motors to realize the independent drive and control of the four wheels, with various control modes and high precision, which is more in line with the changing usage scenarios and road conditions.

Description of drawings

1 is a schematic structural diagram of a wire-controlled chassis platform used in unmanned full-degree-of-freedom steering according to the present invention;

2 is a schematic cross-sectional view of a wire-controlled chassis platform used in unmanned full-degree-of-freedom steering according to the present invention;

3 is a schematic structural diagram of a shock absorber in a straight-running and turning state in a wire-controlled chassis platform used for unmanned full-degree-of-freedom steering according to the present invention;

FIG. 4 is a schematic structural diagram of a shock absorber in a low-rigidity state in a wire-controlled chassis platform used for unmanned full-degree-of-freedom steering according to the present invention;

FIG. 5 is a schematic structural diagram of a shock absorber in a high-rigidity state in a wire-controlled chassis platform used for unmanned full-degree-of-freedom steering according to the present invention;

FIG. 6 is a block diagram of the control principle of a shock absorber in a wire-controlled chassis platform used for unmanned full-degree-of-freedom steering according to the present invention.

Labels in the figure: 1. Steering motor; 2. Reducer; 3. Coupling; 4. Bearing mounting seat; 5. Frame; 6. Fork arm assembly; 61. Connecting arm; 7. Shock absorber; 701 , damping chamber; 71, first shock absorber; 72, second shock absorber; 73, adjusting cylinder; 731, compression chamber; 732, piston; 733, adjusting end; 8, wheel hub motor with tire assembly; 81, Rotating shaft; 82. Connecting joints; 9. Bearing.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

Example: As shown in Figures 1 to 6, a wire-controlled chassis platform for unmanned full-degree-of-freedom steering includes a suspension system installed between the frame 5 and the drive system, and the drive system includes four The in-wheel motor with tire assembly 8 is installed under the suspension system, and a steering system for individually controlling the steering of the four in-wheel motors with tire assembly 8 is also installed on the frame 5 .

The present invention supports the functions of four-wheel independent driving and four-wheel independent steering, which can realize the above-mentioned special functions through the upper computer of the whole vehicle. The present invention supports the four-wheel independent jumping function and can achieve good smooth performance. The suspension system includes a single The hub motor has a mechanism between the tire assembly 8 and the frame 5, and a single suspension mechanism includes a wishbone assembly 6, 2 shock absorbers 7, 1 bearing mounting seat 4, 1 steering bearing 9, The bearing mounting seat 4 is connected with the frame 5 by screwing or welding, the bearing 9 is in an interference fit with the bearing mounting seat 4, the fork arm assembly 6 passes through the bearing 9, and is connected with the bearing 9 through transition fit, and is fastened by 1 or 2 nuts. The fork arm assembly 6 and the bearing 9 are axially locked; the drive system adopts 4 high-precision hub motors and servo hub motors, and different drive modes are selected according to the application requirements of the vehicle platform; the high-precision hub motor adopts the inner rotor brushless The motor is equipped with a photoelectric encoder, and a primary or secondary reduction mechanism is added inside the motor to ensure the output torque and precision requirements of the motor. ), high precision requirements; the steering system is composed of 4 sets of steering motor 1, reducer 2 and coupling 3. The steering motor 1 cooperates with the reducer 2 to increase the output torque, and the reducer 2 and the fork arm assembly 6 It is connected by coupling 3 or other means to eliminate the gap. Steering motor 1 can choose servo motor, stepper motor, brushless motor or brush motor according to the application torque and accuracy requirements of the vehicle platform; reducer according to the accuracy requirements and Choose different solutions for space and cost, including planetary gears, worm gears, spur gear reduction mechanisms.

Specifically, the steering system includes a steering motor 1, a reducer 2, a coupling 3 and a bearing mount 4. The bearing mount 4 is mounted on the frame 5, the steering motor 1 is connected to the input end of the reducer 2, and the reducer 2 A coupling 3 is connected to the output end of the coupling 3, and the coupling 3 is connected with the suspension system, and is used to control the controllable rotation of the suspension system relative to the frame 5 by a predetermined angle.

In this embodiment, the steering motor 1 and the reducer 2 are screwed and fastened, the reducer 2 and the coupling 3 are screwed and fastened, the reducer 2 and the frame 5 are screwed and fastened, and the coupling 3 and the fork arm are assembled together. It is screwed into 6 pieces and fastened, the steering motor 1 is used for deceleration and torque increase through the reducer 2, and the reducer 2 and the fork arm assembly 6 are realized through the coupling 3 to achieve a gap-free fit, driving the wheels to rotate, and a single wheel can achieve ±360° ° independent steering.

Specifically, the suspension system includes a wishbone assembly 6, at least one shock absorber 7 and a bearing 9, the wishbone assembly 6 is rotatably connected to the inner wall of the bearing mounting seat 4 through the bearing 9, and the wishbone assembly 6 The axis of rotation of the fork arm is perpendicular to the plane of the frame 5, the first end of the fork arm assembly 6 is connected to the coupling 3, the second end of the fork arm assembly 6 is connected to the shock absorber 7, and the first end of the shock absorber 7 is connected to the shock absorber 7. The two ends are connected to the wheel hub motor with tire assembly 8.

In this embodiment, the suspension system includes a fork arm assembly 6 installed between a single in-wheel motor with tire assembly 8 and the frame 5, a shock absorber 7, and a bearing mounting seat 4 installed on the frame 5. With the bearing 9 inside the bearing mounting seat 4; the wheel hub motor with tire assembly 8 and the shock absorber 7 are screwed and fastened, and the shock absorber 7 and the wishbone assembly 6 are screwed and fastened or the interference press is fastened, The bearing 9 and the bearing mounting seat 4 are press-fitted by interference and are prevented from falling off by means of a retaining ring. The bearing mounting seat 4 is screwed or welded to the frame 5 and fastened. The fork arm assembly 6 passes through the bearing 9 and is locked by a nut to achieve A single wheel jumps independently; by adjusting the stiffness and damping of the shock absorber 7, it can match vehicles with different loads and meet different vehicle vibration and amplitude requirements. The shock absorption mechanism is not limited to double shock absorber structure, single shock absorber structure It is also included in this structure, and the structure of single shock absorber and double shock absorber are different to meet different cost and space requirements.

Specifically, the number of shock absorbers 7 is one, the first end of the shock absorber 7 is connected to the fork arm assembly 6, the second end of the shock absorber 7 is connected to one side of the wheel hub motor with tire assembly 8, A support rod is hinged on the other side of the wheel hub motor belt tire assembly 8 , and the second end of the support rod is connected to the fork arm assembly 6 .

When the size of the equipment is small and does not require a large load, a shock absorber 7 can be used. This shock absorber 7 is installed on the side of the wheel hub motor with the tire assembly 8 to provide shock absorption, while In order to maintain the support stably on the other side, when the shock absorber 7 is displaced by shock absorption and energy absorption, the side toward the shock absorber 7 is slightly deflected. By setting the shock absorber 7 on the periphery, when the chassis turns When the local load increases or is subjected to vibration, it will cause the in-wheel motor with tire assembly 8 to tilt slightly outward, which makes the chassis more stable, and also reduces the axial pressure of the in-wheel motor with tire assembly 8 .

Specifically, a laterally arranged connecting arm 61 is arranged below the wishbone assembly 6 , the shock absorber 7 includes a first shock absorber 71 and a second shock absorber 72 arranged in parallel, and the first shock absorber 71 and the first shock absorber 71 and the second shock absorber 72 are arranged in parallel. Two shock absorbers 72 are fixedly connected to both ends of the connecting arm 61 respectively, and the second ends of the first shock absorber 71 and the second shock absorber 72 are hinged on both sides of the rotating shaft 81 on the wheel hub motor belt tire assembly 8, The rotation shaft 81 is rotatable relative to the first shock absorber 71 or the second shock absorber 72 in a plane where the first shock absorber 71 and the second shock absorber 72 are located.

At this time, it is generally used on a chassis with a larger load and a larger size. By using two independently controlled first shock absorbers 71 and second shock absorbers 72, more shock absorption and stabilization effects can be achieved. For faster steering, the difference in stiffness between the first shock absorber 71 and the second shock absorber 72 can reduce the stiffness of the outer shock absorber during steering, thus making the wheel hub motor with tire assembly 8 think about turning The direction of tilt is inclined to improve the friction force with the ground, reduce the axial pressure of the wheel hub motor belt tire assembly 8, and prevent the phenomenon of slippage or translation.

Specifically, an adjusting cylinder 73 is connected to the shock absorber 7 , a damping chamber 701 is provided inside the shock absorber 7 , a piston 732 is provided in the adjusting cylinder 73 , and one side of the piston 732 forms a compression chamber 731 that communicates with the damping chamber 701 . , the other side of the piston 732 is provided with an adjustment end 733, and the adjustment end 733 is connected with the hydraulic system or the electric push rod transmission.

In order to facilitate the control of the damping and rigidity of the shock absorber 7, the piston 732 in the adjusting cylinder 73 can be squeezed by the hydraulic system or the electric push rod, so that the compression chamber 731 can be squeezed, so that the buffer medium in the damping chamber 701 can be squeezed. The density of the shock absorber 7 changes, and the overall stiffness of the shock absorber 7 changes.

Specifically, the bottom of the shock absorber 7 is hinged with a connecting joint 82, and the connecting joint 82 is connected to the rotating shaft 81. The wheel hub motor with tire assembly 8 adopts an inner rotor brushless motor with a photoelectric encoder, and the wheel hub motor with tire assembly 8 is inside Add a primary or secondary reduction mechanism.

The provided connecting joint 82 facilitates the angular offset between the shock absorber 7 and the rotating shaft 81 in the axial direction, so that the in-wheel motor with tire assembly 8 can be tilted when turning, thereby improving stability and friction.

Specifically, the steering motor 1 adopts a servo motor, a stepping motor, a brushless motor or a brushed motor; the reducer 2 includes one or both of planetary gears, worm gears, and spur gear reduction mechanisms.

Specifically, a pressure sensor is provided in the compression chamber 731, and the hydraulic system or the electric push rod is signally connected to the pressure sensor.

A control method for an unmanned full-degree-of-freedom steering-by-wire chassis platform, comprising the following steps:

Step S1, the pressure sensor detects the magnitude of the pressure in the compression chamber 731 or the rate of pressure change in the compression chamber 731 or the magnitude of the pressure change in the compression chamber 731;

Step S2 , adjusting the rigidity of the shock absorber 7 on the front/rear wheel and/or the rigidity of the shock absorber 7 on both sides of the wheel hub motor belt tire assembly 8 through the feedback data of the pressure sensor.

Working principle: The four wheel hub motors with tire assemblies 8 are independently steered through the four steering motors 1, and the steering motor 1 is decelerated and torqued through the reducer 2 to improve the control accuracy and torque. The controller performs steering control on the four wheels according to the steering angle of the whole vehicle, which can realize the functions of small steering radius, zero steering radius and even lateral driving of the vehicle, which greatly improves the flexibility of the vehicle and expands the scope of use. The fork arm assembly integrating the coil spring and shock absorber is connected with the vehicle to form an efficient vibration damping suspension system, which reduces the impact during driving and absorbs vibration energy, thereby improving the driving performance of the vehicle. It provides a good platform for carrying high-precision instruments and equipment. In addition, through the feedback of the pressure in the compression chamber 731 through the pressure sensor, the suspension with different stiffness can be adjusted for support under different load conditions of the vehicle. However, when the vehicle is on a high-frequency bumpy road, such as a sidewalk and other places with regular and small amplitude (the rate of pressure change in the compression chamber 731 is increased), the rigidity of the suspension can be appropriately reduced to improve the stability of the chassis when passing through. In the case of a larger amplitude (the amplitude of the pressure change in the compression chamber 731), the overall travel speed needs to be controlled to ensure safety. In addition, the front wheel (steering wheel) and the rear wheel (passive wheel) The shock absorber 7 on the upper needs to be adjusted separately (the rigidity of the two shock absorbers 7 on the wheel side is different). By making the wheel hub motor with the tire assembly 8 tilt during the steering, the entire vehicle can achieve good stability during the steering. , and by detecting the vibration feedback of the front wheel, the rigidity of the shock absorber 7 of the rear wheel can be quickly adjusted to achieve a good shock absorption control effect.

It will be apparent to those skilled in the art that the present invention is not limited to the details of the above-described exemplary embodiments, but that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments are to be regarded in all respects as illustrative and not restrictive, and the scope of the invention is to be defined by the appended claims rather than the foregoing description, which are therefore intended to fall within the scope of the claims. All changes within the meaning and range of the equivalents of , are included in the present invention. Any reference signs in the claims shall not be construed as limiting the involved claim.

Claims (10)

1. The utility model provides an apply to drive-by-wire chassis platform that unmanned full degree of freedom turned to which drives, its characterized in that: the steering system comprises a suspension system arranged between a vehicle frame (5) and a driving system, wherein the driving system comprises four hub motor belt tire assemblies (8) arranged below the suspension system, and a steering system used for independently controlling the four hub motor belt tire assemblies (8) to steer is further arranged on the vehicle frame (5).

2. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 1, wherein: the steering system comprises a steering motor (1), a speed reducer (2), a coupler (3) and a bearing mounting seat (4), the bearing mounting seat (4) is installed on the frame (5), the steering motor (1) is connected to the input end of the speed reducer (2), the output end of the speed reducer (2) is connected with the coupler (3), the coupler (3) is connected with the suspension system and used for controlling the suspension system to rotate for a preset angle controllable to the frame (5).

3. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 2, wherein: the suspension system comprises a fork arm assembly (6), at least one shock absorber (7) and a bearing (9), wherein the fork arm assembly (6) is rotatably connected to the inner wall of the bearing mounting seat (4) through the bearing (9), the turnover axis of the fork arm assembly (6) is perpendicular to the plane of the frame (5), the first end of the fork arm assembly (6) is connected to the coupler (3), the second end of the fork arm assembly (6) is connected to the shock absorber (7), and the second end of the shock absorber (7) is connected to the hub motor belt tire assembly (8).

4. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 3, wherein: the quantity of bumper shock absorber (7) is one, the first end of bumper shock absorber (7) is connected on yoke assembly (6), the second end of bumper shock absorber (7) is connected one side of wheel hub motor area tire assembly (8), the opposite side that wheel hub motor area tire assembly (8) articulated have the bracing piece, the second end of bracing piece is connected on yoke assembly (6).

5. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 3, wherein: the connecting arm (61) of transverse arrangement is arranged below the fork arm assembly (6), the shock absorbers (7) comprise a first shock absorber (71) and a second shock absorber (72) which are arranged in parallel, the first shock absorber (71) and the second shock absorber (72) are fixedly connected to the two ends of the connecting arm (61) respectively, the second ends of the first shock absorber (71) and the second shock absorber (72) are hinged to the two sides of a rotating shaft (81) on the tire assembly (8) of the hub motor, and the rotating shaft (81) can rotate in the plane where the first shock absorber (71) and the second shock absorber (72) are located relative to the first shock absorber (71) or the second shock absorber (72).

6. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 4 or 5, wherein: the shock absorber is characterized in that an adjusting cylinder (73) is connected to the shock absorber (7), a damping cavity (701) is arranged inside the shock absorber (7), a piston (732) is arranged in the adjusting cylinder (73), a compression cavity (731) communicated with the damping cavity (701) is formed in one side of the piston (732), an adjusting end (733) is arranged on the other side of the piston (732), and the adjusting end (733) is in transmission connection with a hydraulic system or an electric push rod.

7. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 6, wherein: the bottom of bumper shock absorber (7) articulates there is connection joint (82), connection joint (82) are connected in pivot (81), wheel hub motor takes tire assembly (8) to adopt inner rotor brushless motor to take photoelectric encoder, wheel hub motor takes tire assembly (8) inside increase one-level or second grade reduction gears.

8. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 7, wherein: the steering motor (1) adopts a servo motor, a stepping motor, a brushless motor or a brush motor; the speed reducer (2) comprises one or two of a planetary gear, a worm gear and a straight gear speed reducing mechanism.

9. The drive-by-wire chassis platform for unmanned full-freedom steering according to claim 8, wherein: a pressure sensor is arranged in the compression cavity (731), and the hydraulic system or the electric push rod is in signal connection with the pressure sensor.

10. The method as claimed in claim 9, wherein the chassis platform is a drive-by-wire chassis platform with unmanned full-freedom steering, the method comprises: the method comprises the following steps:

step S1, the pressure sensor detecting the magnitude of the pressure in the compression chamber (731) or the rate of pressure change in the compression chamber (731) or the magnitude of pressure change in the compression chamber (731);

and step S2, adjusting the rigidity of the shock absorbers (7) on the front wheel/rear wheel and/or the rigidity of the shock absorbers (7) on two sides of the hub motor belt tire assembly (8) through feedback data of the pressure sensors.

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