Vehicle posture active adjustment system and vehicle

Abstract

The present application relates to a vehicle posture active adjustment system and a vehicle. The vehicle posture active adjustment system includes a connecting rod mechanism composed of a first connecting rod, a first crank, a first rocker and a frame. The motion trajectory of the first end of the first connecting rod is an approximate straight line. When the wheel bumps up and down vertically, the wheel drives the axle to move up and down, the axle drives the first end to move vertically, and the position of the frame remains unchanged. The vehicle posture active adjustment system absorbs part of the kinetic energy through the connecting rod mechanism to improve the stability of the vehicle. The vehicle posture active adjustment system controls the rotation angle of the first crank through the first motor, and then controls the rotation angle of the first connecting rod and the first rocker to reduce the vibration time of the frame, improve the vibration reduction performance of the vehicle, and improve the stability of the vehicle. In addition, the vehicle posture active adjustment system can also adjust the vehicle posture through the first motor to improve comfort and safety.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle posture active adjustment system and a vehicle. Background Art

[0002] When a vehicle is driving on various uneven terrains, the wheels drive the frame to vibrate vertically. Vertical vibration is the main factor affecting the smoothness of vehicle driving and human comfort. It is also one of the criteria for measuring the safety of transported goods in the logistics and transportation industry.

[0003] When a vehicle is driving on a variety of different terrains, the vehicle body will change its pitch angle and roll angle according to the road conditions, making the vehicle body not in a horizontal state, which causes the vehicle's cargo and passengers to be in a non-horizontal state, bringing certain transportation risks and discomfort. How to ensure that the vehicle body and the load-bearing platform are in a horizontal state when the vehicle is driving on a non-horizontal road or uneven terrain is an urgent problem to be solved. Summary of the invention

[0004] Based on this, it is necessary to provide a vehicle posture active adjustment system and a vehicle to solve the problem of how to ensure that the vehicle body and the load-bearing platform are in a horizontal state when the vehicle is traveling on a non-horizontal road or uneven terrain.

[0005] A vehicle posture active adjustment system includes a first vibration reduction mechanism, which includes a first connecting rod, a first rocker, a first crank and a first motor.

[0006] The first connecting rod includes a first end and a second end, and the first end is used to be fixedly connected to the axle. The first rocker includes a third end and a fourth end. The third end is rotatably connected to the first connecting rod, and the third end is located at the midpoint between the first end and the second end. The fourth end is used to be rotatably connected to the frame. In a direction perpendicular to the ground, the first crank is arranged in parallel with the first rocker at an interval. The first crank includes a fifth end and a sixth end, and the fifth end is rotatably connected to the second end.

[0007] The first motor is fixedly arranged on the frame. The output shaft of the first motor is fixedly connected to the sixth end. The first motor is used to be electrically connected to a vehicle controller. The vehicle controller controls the rotation angle of the first crank through the first motor, and further controls the rotation angles of the first connecting rod and the first rocker to reduce the vibration of the frame.

[0008] The distance between the first end and the second end is a first length, the distance between the fifth end and the sixth end is a second length, the distance between the third end and the fourth end is a third length, the distance between the output shaft of the first motor and the fourth end is a fourth length, and the ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:2.

[0009] In one embodiment, the first connecting rod, the first crank and the first rocker are located in the same plane.

[0010] In one embodiment, the vehicle posture active adjustment system further includes an active control hydraulic rod, wherein the active control hydraulic rod is connected between any two of the first connecting rod, the first rocker, the first crank or the vehicle frame.

[0011] In one embodiment, the angle between the extension and retraction direction of the actively controlled hydraulic rod and the ground is an acute angle.

[0012] In one embodiment, the vehicle posture active adjustment system further comprises a second motor. The second motor is spaced apart from the first motor and arranged on the vehicle frame in a direction perpendicular to the ground. The output shaft of the second motor is fixedly connected to the fourth end.

[0013] In one embodiment, the vehicle posture active adjustment system further includes a second damping mechanism. One end of the second damping mechanism is connected to the vehicle frame. The other end of the second damping mechanism is connected to the vehicle axle. The second damping mechanism and the first damping mechanism are arranged on both sides of the vehicle frame opposite to each other.

[0014] In one embodiment, the second vibration damping mechanism has the same structural dimensions as the first vibration damping mechanism.

[0015] A vehicle posture active adjustment system includes a first vibration reduction mechanism, which includes a first connecting rod, a first rocker, a first crank and a first motor.

[0016] The first connecting rod includes a first end and a second end. The first end is used to connect with the wheel suspension. The first rocker includes a third end and a fourth end. The third end is rotatably connected to the first connecting rod, and the third end is located at the midpoint between the first end and the second end. The fourth end is used to be rotatably connected to the frame. In a direction perpendicular to the ground, the first crank is arranged in parallel with the first rocker at an interval. The first crank includes a fifth end and a sixth end. The fifth end is rotatably connected to the second end.

[0017] The first motor is fixedly arranged on the frame. The output shaft of the first motor is fixedly connected to the sixth end. The first motor is used to be electrically connected to a vehicle controller. The vehicle controller controls the rotation angle of the first crank through the first motor, and further controls the rotation angles of the first connecting rod and the first rocker to reduce the vibration of the frame.

[0018] The distance between the first end and the second end is a first length. The distance between the fifth end and the sixth end is a second length. The distance between the third end and the fourth end is a third length. The distance between the output shaft of the first motor and the fourth end is a fourth length. The ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:2.

[0019] In one embodiment, the vehicle posture active adjustment system further includes an active control hydraulic rod, wherein the active control hydraulic rod is connected between any two of the first connecting rod, the first rocker, the first crank or the vehicle frame.

[0020] In one embodiment, the angle between the extension and retraction direction of the actively controlled hydraulic rod and the ground is an acute angle.

[0021] In one embodiment, the vehicle posture active adjustment system further comprises a second vibration damping mechanism. One end of the second vibration damping mechanism is connected to the vehicle frame. The other end of the second vibration damping mechanism is connected to the wheel suspension. In a direction perpendicular to the ground, the second vibration damping mechanism is arranged relative to the first vibration damping mechanism at an interval.

[0022] A vehicle comprises the vehicle posture active adjustment system described in any one of the above embodiments.

[0023] The vehicle posture active adjustment system provided in the embodiment of the present application includes a first vibration reduction mechanism. The first vibration reduction mechanism includes a first connecting rod, a first rocker, a first crank and a first motor. The first connecting rod includes a first end and a second end. The first end is used to be fixedly connected to the axle. The first rocker includes a third end and a fourth end. The third end is rotatably connected to the first connecting rod, and the third end is located at the midpoint between the first end and the second end. The fourth end is used to be rotatably connected to the frame. The first crank is arranged in parallel with the first rocker. The first crank includes a fifth end and a sixth end. The fifth end is rotatably connected to the second end. The first motor is fixedly arranged on the frame. The output shaft of the first motor is fixedly connected to one end of the first crank. The first motor is used to be electrically connected to the vehicle controller. The vehicle controller controls the rotation angle of the first crank through the first motor, and then controls the rotation angles of the first connecting rod and the first rocker to actively offset or reduce vibration. The distance between the first end 211 and the second end 212 is a first length. The distance between the fifth end 231 and the sixth end 232 is a second length. The distance between the third end 221 and the fourth end 222 is a third length. The distance between the output shaft of the first motor 240 and the fourth end 222 is a fourth length. The ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:2.

[0024] The first connecting rod, the first crank, the first rocker and the frame together constitute a connecting rod mechanism. In the connecting rod mechanism, the position of the frame remains unchanged. The motion trajectory of the first end of the first connecting rod is an approximate straight line. When the wheel bumps up and down vertically, the wheel and the axle move up and down, the axle drives the first end to move vertically, and the position of the frame remains unchanged. The vehicle posture active adjustment system changes the relative height difference between the wheel and the frame through active control elements to keep the frame stable and stable. Therefore, the vehicle posture active adjustment system improves the vibration reduction performance of the vehicle and improves the stability of the vehicle. The vehicle posture active adjustment system makes the variable stroke of the axle 2 times the fourth length. The vehicle posture active adjustment system allows the vehicle to have a larger vertical movement space, which can ensure the stability of the frame under more complex terrain and improve the comfort of the vehicle. Due to inertia, the wheel or axle will experience vertical damping vibration. Furthermore, the vehicle posture active adjustment system controls the rotation angle of the first crank through the first motor, and then controls the rotation angles of the first connecting rod and the first rocker, so as to reduce the vibration time and vibration amplitude of the frame, improve the vibration reduction performance of the vehicle, and improve the stability of the vehicle. When the vehicle is driving on a non-level road or uneven terrain, the driving posture of the vehicle can be adjusted by actively controlling the first motor, so that the frame is in a horizontal state, thereby improving the comfort and safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A structural diagram of the vehicle posture active adjustment system provided in one embodiment of the present application;

[0026] Figure 2 A motion trajectory diagram of the vehicle posture active adjustment system provided in another embodiment of the present application;

[0027] Figure 3 A structural diagram of the vehicle posture active adjustment system provided in another embodiment of the present application;

[0028] Figure 4 This is a structural diagram of the vehicle posture active adjustment system provided in another embodiment of the present application.

[0029] Figure Number:

[0030] Vehicle posture active adjustment system10

[0031] Axle 101

[0032] Wheel suspension 110

[0033] Frame 120

[0034] First vibration reduction mechanism 200

[0035] First connecting rod 210

[0036] First End 211

[0037] Second end 212

[0038] First Rocker 220

[0039] The third end 221

[0040] Fourth End 222

[0041] First crank 230

[0042] Perpendicular to the ground direction a

[0043] Fifth End 231

[0044] Sixth terminal 232

[0045] First motor 240

[0046] Active Control Hydraulic Rod 300

[0047] Second motor 260

[0048] Second vibration reduction mechanism 500

[0049] Second connecting rod 510

[0050] Second crank 520

[0051] Second rocker 530

[0052] Fifth motor 540

[0053] Sixth motor 550 DETAILED DESCRIPTION

[0054] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific implementation disclosed below.

[0055] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned in this application, unless otherwise specified, include direct and indirect connections (couplings). In the description of this application, it should be understood that the orientation or position relationship indicated by the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to this application.

[0056] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0057] See also Figure 1 The embodiment of the present application provides a vehicle posture active adjustment system 10 including a first vibration reduction mechanism 200. The first vibration reduction mechanism 200 includes a first connecting rod 210, a first rocker 220, a first crank 230 and a first motor 240.

[0058] The first connecting rod 210 includes a first end 211 and a second end 212. The first end 211 is used to be fixedly connected to the axle 101. The first rocker 220 includes a third end 221 and a fourth end 222. The third end 221 is rotatably connected to the first connecting rod 210, and the third end 221 is located at the midpoint between the first end 211 and the second end 212. The fourth end 222 is used to be rotatably connected to the frame 120. The first crank 230 is arranged in parallel with the first rocker 220 at an interval. The first crank 230 includes a fifth end 231 and a sixth end 232, and the fifth end 231 is rotatably connected to the second end 212.

[0059] The first motor 240 is fixedly disposed on the frame 120. The output shaft of the first motor 240 is fixedly connected to the sixth end 232. The first motor 240 is used to be electrically connected to a vehicle controller. The vehicle controller controls the rotation angle of the first crank 230 through the first motor 240, and further controls the rotation angles of the first connecting rod 210 and the first rocker 220 to reduce the vibration of the frame 120.

[0060] The distance between the first end 211 and the second end 212 is a first length. The distance between the fifth end 231 and the sixth end 232 is a second length. The distance between the third end 221 and the fourth end 222 is a third length. The distance between the output shaft of the first motor 240 and the fourth end 222 is a fourth length. The ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:2.

[0061] The vehicle posture active adjustment system 10 provided in the embodiment of the present application includes a connecting rod mechanism composed of the first connecting rod 210, the first crank 230, the first rocker 220 and the frame 120. In the connecting rod mechanism, the position of the frame 120 remains unchanged. The motion trajectory of the first end 211 of the first connecting rod 210 is an approximate straight line. When the wheel bumps up and down vertically, the wheel drives the axle 101 to move up and down, and the axle 101 drives the first end 211 to move vertically, and the position of the frame 120 remains unchanged. The active control element of the vehicle posture active adjustment system 10 changes the relative height difference between the wheel and the frame 120 to keep the frame 120 stable and stable. Therefore, the vehicle posture active adjustment system 10 improves the vibration reduction performance of the vehicle and improves the stability of the vehicle. Due to the inertia, the wheel or axle 101 will experience vertical damping vibration. The vehicle posture active adjustment system 10 controls the rotation angle of the first crank 230 through the first motor 240, and then controls the rotation angle of the first connecting rod 210 and the first rocker 220 to reduce the vibration time of the frame 120. The vehicle posture active adjustment system 10 realizes active control of the rotation angle through the first motor 240, improves the vibration reduction performance of the vehicle, and improves the stability of the vehicle. In addition, when the vehicle is driving on a non-horizontal road or uneven terrain, the frame 120 is kept in a horizontal state by actively controlling the first motor 240, so that the driving posture of the vehicle is adjusted, and the comfort and safety of the vehicle are improved.

[0062] The vehicle posture active adjustment system 10 in the above embodiment is applied between the frame 120 and the axle 101. The vehicle posture active adjustment system 10 can also be used between the cabin and the frame, between the vehicle body and the frame, or between the cargo platform and the frame. The vehicle posture active adjustment system 10 enables the vehicle body or the cargo platform to be in a horizontal state during the driving process on a non-horizontal road or uneven terrain, thereby improving the stable carrying capacity of the vehicle under special terrain.

[0063] The vehicle posture active adjustment system 10 includes the connecting rod mechanism, so that the stability of the wheel positioning parameters can be ensured when the wheel bounces greatly. The vehicle posture active adjustment system 10 includes the first motor. The first motor can accept external active control to accurately and stably position the first crank 230, further improving the handling stability and ride comfort of the vehicle.

[0064] The wheel alignment parameters are the relative position parameters of each wheel, steering knuckle, axle and frame of the vehicle. The vertical direction is the direction perpendicular to the ground on which the vehicle is traveling.

[0065] When the driving road has a lateral slope, the first motor 240 actively adjusts the rotation angles of the first crank 230 and the first rocker 220 to compensate for the height difference of the ground, achieves vehicle posture adjustment, and improves vehicle comfort and safety.

[0066] In one embodiment, without hindering the mutual movement, the structures of the first connecting rod 210, the first crank 230 and the first rocker 220 can be a straight rod structure, a T-shaped structure or other irregular structures.

[0067] Please also see Figure 2 In one embodiment, the first connecting rod 210, the first crank 230 and the first rocker 220 are located in the same plane. The first connecting rod 210, the first crank 230 and the first rocker 220 are a "straight rod" structure, which is simple in structure and light in weight.

[0068] The first end 211 of the first connecting rod 210 is fixedly connected to the axle 101. The length of the straight line is twice the fourth length. The vehicle posture active adjustment system 10 enables the variable stroke of the axle to be twice the fourth length. The trajectory of the first end 211 is an arc between the endpoint K and the endpoint P. The arc is approximately a straight line. Driven by the first connecting rod 210, the first crank 230 performs circular motion. The motion trajectory of the first crank 230 is the arc where the endpoints X, Y and Z are located. The endpoint X is the positive intersection of the motion trajectory of the first crank 230 and the y-axis. The endpoint Y is the negative intersection of the motion trajectory of the first crank 230 and the x-axis. The endpoint Z is the negative intersection of the motion trajectory of the first crank 230 and the y-axis.

[0069] When the wheel drives the axle 101 to move up and down, the motion trajectory of the first end 211 is an arc that is approximately a straight line. The first connecting rod 210 drives the first crank 230 and the first rocker 220 to move, but the connection points of the first crank 230 and the first rocker 220 with the frame 120 are in a stationary state. The vehicle posture active adjustment system 10 converts the vertical force of the axle 101 into the kinetic energy of the first connecting rod 210, the first crank 230 and the first rocker 220 through the relative movement of the first connecting rod 210, the first crank 230 and the first rocker 220. The connecting rod mechanism absorbs kinetic energy and hinders the conduction of vertical displacement. Therefore, the connecting rod mechanism improves the vibration reduction performance of the vehicle and improves the stability of the vehicle.

[0070] In one embodiment, the fifth end 231 of the first crank 230 moves to the Y endpoint position. Due to inertia, the fifth end 231 of the first crank 230 moves back and forth near the Y endpoint. The connecting rod mechanism is in an unstable state. The frame 120 is also in a state of shaking left and right, affecting the stability of the vehicle operation. The vehicle posture active adjustment system 10 includes the first motor 240. The first motor can accept external active control. The first motor 240 stabilizes the fifth end 231 of the first crank 230 at the Y endpoint. The first motor 240 accurately and stably positions the first crank 230, further improving the stability and smoothness of the vehicle.

[0071] In the prior art, vehicles generally use suspension structures such as McPherson, multi-link, and traverse arm. The existing suspension structure allows the wheel vibration damping and bouncing stroke to be 0.1 to 0.5 times the fourth length. The vehicle posture active adjustment system 10 of the present solution technology allows the axle vibration damping and bouncing stroke to be 2 times the fourth length. The vehicle can allow a larger body suspension dynamic deflection, that is, the axle has a larger buffering and bouncing capacity, further optimizing the vibration damping design.

[0072] In one embodiment, the vehicle posture active adjustment system 10 further includes an active control hydraulic rod 300. The active control hydraulic rod 300 is connected between any two of the first connecting rod 210, the first rocker 220, the first crank 230 or the vehicle frame 120.

[0073] The active control hydraulic rod 300 is used to be electrically connected to the vehicle controller. The vehicle controller controls the telescopic length of the active control hydraulic rod 300 to limit the relative position between the two structures at the installation position. The relative position between the two structures is locked and fixed. The active control hydraulic rod 300 reduces the swing vibration of the two structures and improves the ride comfort of the vehicle.

[0074] The active control hydraulic rod 300 may be one or more. A plurality of the active control hydraulic rods 300 are arranged between different connecting rod structures to cooperate with each other and reduce vibration.

[0075] In one embodiment, the angle between the extension and retraction direction of the active control hydraulic rod 300 and the ground is an acute angle to absorb vertical kinetic energy.

[0076] In one embodiment, the vehicle posture active adjustment system 10 further includes a second motor 260. The second motor 260 and the first motor 240 are spaced apart and arranged on the vehicle frame 120 in a direction perpendicular to the ground. The output shaft of the second motor 260 is fixedly connected to the fourth end 222.

[0077] The second motor 260 cooperates with the first motor 240 to jointly limit the positions of the first rocker 220 and the first crank 230 to reduce vibration.

[0078] In one embodiment, the vehicle posture active adjustment system 10 further includes a third motor. The third motor is disposed between the first crank 230 and the first connecting rod 210 .

[0079] In one embodiment, the vehicle posture active adjustment system 10 further includes a fourth motor. The fourth motor is disposed between the first rocker 220 and the first connecting rod 210 .

[0080] The first motor 240 , the second motor 260 , the third motor and the fourth motor cooperate to improve the positioning stability of the connecting rod mechanism.

[0081] The first motor 240 and the active control hydraulic rod 300 have the functions of locking displacement and adjusting displacement.

[0082] In one embodiment, the vehicle posture active adjustment system 10 further includes a second damping mechanism 500. One end of the second damping mechanism 500 is connected to the vehicle frame 120. The other end of the second damping mechanism 500 is connected to the vehicle axle 101. The second damping mechanism 500 and the first damping mechanism 200 are arranged on both sides of the vehicle frame 120 opposite to each other. The second damping mechanism 500 and the first damping mechanism 200 are arranged symmetrically to increase the balance of the force on the vehicle frame 120 and increase the stability of the vehicle.

[0083] In one embodiment, the second vibration reduction mechanism 500 has the same structural dimensions as the first vibration reduction mechanism 200, thereby increasing the uniformity of force.

[0084] Please also see Figure 3 and Figure 4 The embodiment of the present application provides a vehicle posture active adjustment system 10 including a first vibration reduction mechanism 200. The first vibration reduction mechanism 200 includes a first connecting rod 210, a first rocker 220, a first crank 230 and a first motor 240.

[0085] The first connecting rod 210 includes a first end 211 and a second end 212. The first end 211 is used to connect with the wheel suspension 110. The first rocker 220 includes a third end 221 and a fourth end 222. The third end 221 is rotatably connected to the first connecting rod 210, and the third end 221 is located at the midpoint between the first end 211 and the second end 212. The fourth end 222 is used to be rotatably connected to the frame 120. In a direction a perpendicular to the ground, the first crank 230 is arranged in parallel with the first rocker 220 at an interval. The first crank 230 includes a fifth end 231 and a sixth end 232. The fifth end 231 is rotatably connected to the second end 212.

[0086] The first motor 240 is fixedly disposed on the frame 120. The output shaft of the first motor 240 is fixedly connected to the sixth end 232. The first motor 240 is used to be electrically connected to a vehicle controller. The vehicle controller controls the rotation angle of the first crank 230 through the first motor 240, and further controls the rotation angles of the first connecting rod 210 and the first rocker 220 to reduce the vibration of the frame 120.

[0087] The distance between the first end 211 and the second end 212 is a first length, the distance between the fifth end 231 and the sixth end 232 is a second length, the distance between the third end 221 and the fourth end 222 is a third length, the distance between the output shaft of the first motor 240 and the fourth end 222 is a fourth length, and the ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:2.

[0088] The vehicle posture active adjustment system 10 provided in the embodiment of the present application includes a connecting rod mechanism composed of the first connecting rod 210, the first crank 230, the first rocker 220 and the frame 120. In the connecting rod mechanism, the position of the frame 120 remains unchanged. The motion trajectory of the first end 211 of the first connecting rod 210 is an approximate straight line. When the wheel bumps up and down vertically, the first end 211 of the wheel suspension 110 moves vertically, and the position of the frame 120 remains unchanged. The vehicle posture active adjustment system 10 absorbs kinetic energy through the connecting rod mechanism, hindering the conduction of vertical displacement. Therefore, the vehicle posture active adjustment system 10 improves the vibration reduction performance of the vehicle and improves the stability of the vehicle. Due to inertia, the wheel suspension 110 has vertical damping vibration. The vehicle posture active adjustment system 10 controls the rotation angle of the first crank 230 through the first motor 240, and then controls the rotation angle of the first connecting rod 210 and the first rocker 220 to reduce the vibration time of the frame 120. When the vehicle is traveling on a non-horizontal road or uneven terrain, the first motor 240 is used to actively adjust the rotation angle, so that the frame is in a horizontal state, the posture of the vehicle is adjusted, and the stability of the vehicle is improved.

[0089] The vehicle posture active adjustment system 10 may also be applied between a load-bearing vehicle body and the wheel suspension 110 or between a vehicle beam and the wheel suspension 110 .

[0090] In one embodiment, the vehicle posture active adjustment system 10 further includes an active control hydraulic rod 300. The active control hydraulic rod 300 is connected between any two of the first connecting rod 210, the first rocker 220, the first crank 230 or the vehicle frame 120.

[0091] In one embodiment, the angle between the extension and retraction direction of the active control hydraulic rod 300 and the ground is an acute angle.

[0092] In one embodiment, the vehicle posture active adjustment system 10 further includes a second vibration damping mechanism 500. One end of the second vibration damping mechanism 500 is connected to the vehicle frame 120. The other end of the second vibration damping mechanism 500 is connected to the wheel suspension 110. In a direction perpendicular to the ground, the second vibration damping mechanism 500 and the first vibration damping mechanism 200 are arranged relative to each other.

[0093] An embodiment of the present application provides a vehicle, comprising the vehicle posture active adjustment system 10 described in any one of the above embodiments.

[0094] The vehicle provided in the embodiment of the present application increases the vibration reduction stroke through the connecting rod mechanism of the vehicle posture active adjustment system 10. At the same time, the vehicle realizes vehicle posture adjustment through the first motor 240, which increases the stability and comfort of the vehicle.

[0095] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0096] The above-described embodiments only express several implementation methods of the present application, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the present application, which all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the attached claims.

Claims

1. A vehicle posture active adjustment system, characterized in that: include: A first vibration reduction mechanism (200), the first vibration reduction mechanism (200) comprising a first connecting rod (210), a first rocking arm (220), a first crank (230) and a first motor (240), a motor being arranged between the first connecting rod (210) and the first crank (230), and a motor being arranged between the first rocking arm (220) and the first connecting rod (210), wherein: The first connecting rod (210) comprises a first end (211) and a second end (212), wherein the first end (211) is used for fixedly connecting to the axle (101); The first rocker (220) comprises a third end (221) and a fourth end (222), the third end (221) being rotatably connected to the first connecting rod (210), and the third end (221) being located at a midpoint between the first end (211) and the second end (212), and the fourth end (222) being rotatably connected to the vehicle frame (120); The first crank (230) is arranged in a direction perpendicular to the ground, the first crank (230) and the first rocker (220) are spaced apart and parallel to each other, the first crank (230) comprises a fifth end (231) and a sixth end (232), and the fifth end (231) is rotatably connected to the second end (212); The first motor (240) is fixedly arranged on the frame (120), and the output shaft of the first motor (240) is fixedly connected to the sixth end (232). The first motor (240) is used to be electrically connected to a vehicle controller. The vehicle controller controls the rotation angle of the first crank (230) through the first motor (240), thereby controlling the rotation angles of the first connecting rod (210) and the first rocker (220) to reduce the vibration of the frame (120); wherein the vehicle controller controls the rotation angle of the first crank (230) through the first motor (240) including: when the vehicle is traveling on a non-horizontal road, controlling the rotation angle of the first crank (230) through the first motor (240) to make the frame (120) in a horizontal state; The distance between the first end (211) and the second end (212) is a first length, the distance between the fifth end (231) and the sixth end (232) is a second length, the distance between the third end (221) and the fourth end (222) is a third length, the distance between the output shaft of the first motor (240) and the fourth end (222) is a fourth length, and the ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:

2.

2. The vehicle posture active adjustment system according to claim 1, characterized in that: The first connecting rod (210), the first crank (230) and the first rocker (220) are located in the same plane.

3. The vehicle posture active adjustment system according to claim 1, characterized in that: Also includes: An active control hydraulic rod (300) is connected between any two of the first connecting rod (210), the first rocker (220), the first crank (230) or the vehicle frame (120).

4. The vehicle posture active adjustment system as claimed in claim 3, characterized in that: The angle between the extension and retraction direction of the active control hydraulic rod (300) and the ground is an acute angle.

5. The vehicle posture active adjustment system according to claim 1, characterized in that: Also includes: A second motor (260) is arranged on the vehicle frame (120) in a direction perpendicular to the ground, the second motor (260) and the first motor (240) are spaced apart from each other, and an output shaft of the second motor (260) is fixedly connected to the fourth end (222).

6. The vehicle posture active adjustment system according to claim 1, characterized in that: Also includes: A second vibration damping mechanism (500), one end of the second vibration damping mechanism (500) is connected to the vehicle frame (120), the other end of the second vibration damping mechanism (500) is connected to the vehicle axle (101), and the second vibration damping mechanism (500) and the first vibration damping mechanism (200) are arranged on both sides of the vehicle frame (120) opposite to each other.

7. The vehicle posture active adjustment system according to claim 6, characterized in that: The second vibration damping mechanism (500) has the same structural dimensions as the first vibration damping mechanism (200).

8. A vehicle posture active adjustment system, characterized in that: include: A first vibration reduction mechanism (200), the first vibration reduction mechanism (200) comprising a first connecting rod (210), a first rocking arm (220), a first crank (230) and a first motor (240), a motor being arranged between the first connecting rod (210) and the first crank (230), and a motor being arranged between the first rocking arm (220) and the first connecting rod (210), wherein: The first connecting rod (210) comprises a first end (211) and a second end (212), wherein the first end (211) is used to be connected to the wheel suspension (110); The first rocker (220) comprises a third end (221) and a fourth end (222), the third end (221) being rotatably connected to the first connecting rod (210), and the third end (221) being located at a midpoint between the first end (211) and the second end (212), and the fourth end (222) being rotatably connected to the vehicle frame (120); The first crank (230) is arranged in parallel with the first rocker (220) in a direction perpendicular to the ground, the first crank (230) comprises a fifth end (231) and a sixth end (232), and the fifth end (231) is rotatably connected to the second end (212); The first motor (240) is fixedly arranged on the frame (120), and the output shaft of the first motor (240) is fixedly connected to the sixth end (232). The first motor (240) is used to be electrically connected to a vehicle controller. The vehicle controller controls the rotation angle of the first crank (230) through the first motor (240), thereby controlling the rotation angles of the first connecting rod (210) and the first rocker (220) to reduce the vibration of the frame (120); wherein the vehicle controller controls the rotation angle of the first crank (230) through the first motor (240) including: when the vehicle is traveling on a non-horizontal road, controlling the rotation angle of the first crank (230) through the first motor (240) to make the frame (120) in a horizontal state; The distance between the first end (211) and the second end (212) is a first length, the distance between the fifth end (231) and the sixth end (232) is a second length, the distance between the third end (221) and the fourth end (222) is a third length, the distance between the output shaft of the first motor (240) and the fourth end (222) is a fourth length, and the ratio of the first length, the second length, the third length and the fourth length is 5:1:2.5:

2.

9. The vehicle posture active adjustment system according to claim 8, characterized in that: Also includes: An active control hydraulic rod (300) is connected between any two of the first connecting rod (210), the first rocker (220), the first crank (230) or the vehicle frame (120).

10. The vehicle posture active adjustment system according to claim 9, characterized in that: The angle between the extension and retraction direction of the active control hydraulic rod (300) and the ground is an acute angle.

11. The vehicle posture active adjustment system according to claim 10, characterized in that: Also includes: A second vibration damping mechanism (500), one end of the second vibration damping mechanism (500) is connected to the vehicle frame (120), the other end of the second vibration damping mechanism (500) is connected to the wheel suspension (110), and along a direction perpendicular to the ground, the second vibration damping mechanism (500) and the first vibration damping mechanism (200) are arranged with a relative spacing.

12. A vehicle, characterized in that: It comprises a vehicle posture active adjustment system (10) as claimed in any one of claims 1 to 11.

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