Side-by-side front wheel active roll chassis

Abstract

The present application relates to a kind of parallel front wheel active roll chassis, belong to vehicle chassis technical field, especially to the category of vehicle roll drive and control technology, by a group of front wheel steering roll mechanism and a group of rear wheel active roll mechanism on the same vehicle according to given wheelbase front and rear arrangement, share the same vehicle vertical plane, rear wheel track is far greater than front wheel track, through the linkage roll mode of vehicle body and wheel, rear wheel active roll mechanism controls vehicle body roll, front wheel steering roll mechanism adaptive roll, realize vehicle steering and vehicle body roll independent control, by parallel front wheel steering, adaptive roll, double rear wheel drive, active roll, form the parallel front wheel active roll chassis with positive tricycle characteristics;Small wheel track parallel front wheel steering, roll technical measures, retain the single wheel adaptive roll characteristics, have the effect of small power consumption of roll drive and control, improve the adhesion and carrying capacity of active roll positive tricycle vehicle.

Description

Technical Field

[0001] This invention relates to a parallel front wheel active roll chassis, belonging to the field of vehicle chassis technology, and particularly to the field of vehicle roll drive and control technology. Background Technology

[0002] Active roll control systems improve vehicle stability, ride comfort, speed, and safety by controlling the degree to which the vehicle tilts towards the inside of the curve when turning. Active roll technology allows the vehicle to automatically tilt at a certain angle when cornering or driving over sloping surfaces, generating a balancing torque to resist centrifugal or rollover forces and maintain a stable driving posture.

[0003] Active roll technology in vehicles is typically implemented in two ways: independent body roll and body-wheel coordinated roll. In the former, the body roll is independent, where actuators directly drive the body to rotate relative to the chassis. During the body roll, the wheels do not tilt, and the wheelbase remains constant, making it suitable for common passenger car tires. However, the complex body roll control results in poor handling stability, ride comfort, and safety reliability. In the latter, the body-wheel coordinated roll, actuators drive a roll mechanism that achieves vehicle roll through suspension movement. Body roll, vehicle steering, and wheel suspension movement all influence each other. The wheels and tires need to be selected with an arc-shaped cross-section, but the vehicle has good driving stability, smoothness and safety, making it suitable for high-end vehicles. The active tilt tricycle adopts a body and wheel linkage tilting method, with the vehicle tilt controlled by two wheels. The single wheel is centrally located and adaptively tilts. Since the tilt axis is in the middle plane of the single wheel, its tilt drive and control power consumption is small. However, the single wheel load-bearing capacity and ground adhesion are limited, which restricts the application of active tilt tricycles. For active tilt tricycles with front wheel steering and rear wheel drive, improving the vehicle load-bearing capacity and adhesion has theoretical significance and practical value. Summary of the Invention

[0004] The purpose of this invention is to provide a parallel front wheel active tilt chassis, which uses a body and wheel linkage tilting method, driven by dual rear wheels for active tilting, and small-track parallel front wheels for steering and adaptive tilting, forming an active tilt chassis with tricycle characteristics, in order to reduce tilt driving and control power consumption, and improve the load-bearing capacity and adhesion of the active tilt tricycle vehicle.

[0005] The technical solution adopted to achieve the purpose of the present invention includes: the parallel front wheel active roll chassis is composed of a rear wheel active roll mechanism and a front wheel steering roll mechanism;

[0006] The rear wheel active roll mechanism includes: a vehicle body (10), a lower swing arm (11), a positioning rod (12), and an upper swing arm (13) connected in sequence for rotation. The rotation axes at each rotation connection point A, B, C, and D are perpendicular to the transverse plane of the vehicle body, forming a quadrilateral closed kinematic chain ABCD with the same relative motion plane. The drive shaft (14) is fixedly connected to the positioning rod (12), and the axis of the drive shaft (14) is perpendicular to the positioning rod (12). The rear wheel (15) rotates around the axis of the drive shaft (14), and the axis of rotation of the rear wheel is parallel to the transverse plane of the vehicle body, forming a set of rear wheel alignment mechanisms. The two sets of rear wheel alignment mechanisms with the same geometric parameters and performance parameters are based on the given rear wheel track d. The two rear shock absorbers (16) are symmetrically arranged on the left and right sides of the vertical plane of the vehicle body and share the same body. The connection point of the tilt bar (17) in the horizontal plane of the vehicle body is set as an isosceles triangle SOT. The vertex O of the isosceles triangle on the tilt bar (17) is rotatably connected to the body (10) and the axis of rotation is located in the vertical plane of the vehicle body. The two ends S and T of the base of the isosceles triangle on the tilt bar (17) are rotatably connected to a rear shock absorber (16). The other ends of the two rear shock absorbers (16) are rotatably connected to the lower swing arm (11) in the left and right rear wheel positioning mechanism, respectively. The two rotatable connection points E and F are in the same position on the two lower swing arms. The axis of rotation at each rotatable connection point is perpendicular to the horizontal plane of the vehicle body, forming a rear wheel active tilt mechanism.

[0007] In the rear wheel active roll mechanism: the roll angle α between the roll bar (17) and the vehicle body (10) in the transverse vertical plane is the roll actuation angle, and the angle β between the horizontal plane of the vehicle body and the ground is the vehicle body roll angle. When the roll actuation angle α = 0, the rear wheel active roll mechanism is symmetrical about the vertical plane of the vehicle body, the vehicle body roll angle β = 0, and the vehicle travels upright. When the roll actuation angle α ≠ 0, the two rear wheels move in opposite directions relative to the vehicle body, and the roll function β = f(α) is obtained to show the relationship between the vehicle body roll angle β and the roll actuation angle α. The vehicle travels with a roll. The rear wheel active roll mechanism achieves active control of the vehicle body roll motion by controlling the roll actuation angle α.

[0008] The front wheel steering roll mechanism includes: the upper end of the support arm (21) is fixedly connected to the lower end of the front shock absorber (22), the middle part of the support arm (21) is fixedly connected to the half shaft (23), and the axis of the half shaft (23) is perpendicular to the compression displacement direction of the front shock absorber (22). The half shaft (23) is connected to the front wheel (24), and the front wheel (24) rotates around the axis of the half shaft (23) to form a set of front wheel support mechanisms. Two sets of identical front wheel support mechanisms are symmetrically set according to the given front wheel track b. The steering shaft (25) is rotatably connected to the vehicle body (10), and the rotation axis L is located in the vertical plane of the vehicle body. In the vertical plane of the vehicle body, the rotation axis L forms an angle δ with the horizontal vertical plane of the vehicle body. A plane P parallel to the rotation axis L and a distance e is selected on the steering shaft (25), and another plane Q is set through the rotation axis. Line L is perpendicular to plane P. The midpoint of the balance bar (26) is rotatably connected to the steering shaft (25), and the connection point M is located in plane Q. The two ends I and J of the balance bar (26) are rotatably connected to the upper end of the front shock absorber (22) in the two sets of front wheel support mechanisms. The lower end of the steering shaft (25) is rotatably connected to the left connecting rod (27) and the right connecting rod (28) in the two sets of front wheel support mechanisms, and the connection point N is located in plane Q. The other ends H and K of the left connecting rod (27) and the right connecting rod (28) are rotatably connected to the lower end of the support arm (21) in the two sets of front wheel support mechanisms. The left connecting rod (27) and the right connecting rod (28) are of equal length. The rotation axes at each rotation connection point I, M, J, K, N, H are all perpendicular to plane P. The rotation axes of the two front wheels (24) are located in plane P, forming a front wheel steering tilt mechanism.

[0009] In the front wheel steering roll mechanism: the steering shaft (25) rotates relative to the vehicle body (10) to generate a steering angle θ. When the steering angle θ = 0, the vehicle travels in a straight line and the plane Q coincides with the vertical plane of the vehicle body. When the steering angle θ ≠ 0, the vehicle turns and travels. When the vehicle body roll angle β = 0, the front wheel steering roll mechanism is symmetrical about the plane Q. When the vehicle body roll angle β ≠ 0, the front wheel steering roll mechanism adaptively rolls. The rotation axes of the two front wheels move in the opposite direction relative to the steering shaft along the rotation axis L in the plane P, and the vehicle body rolls relative to the ground and the two front wheels roll.

[0010] A set of front-wheel steering roll mechanisms and a set of rear-wheel active roll mechanisms are arranged front and rear on the same vehicle body according to a given wheelbase and share the same vertical plane. The rear wheel track d is much larger than the front wheel track b. The rear wheel active roll mechanism controls the body roll, and the front wheel steering roll mechanism adapts to the roll, forming a parallel front-wheel active roll chassis with the characteristics of a three-wheeled vehicle. The small wheel track, parallel front wheel steering, rear wheel drive, and all-wheel roll reduce the power consumption of roll driving and control, and improve the adhesion and load-bearing capacity of the active roll three-wheeled vehicle.

[0011] In the above-mentioned rear wheel active roll mechanism: at the connection point of the roll bar (17) in the transverse plane of the vehicle body, an isosceles triangle SOT is maintained. The distance from the vertex O of the isosceles triangle to the base ST is c. If c > 0, the vertex O of the isosceles triangle is located above the base ST, and the isosceles triangle SOT is upright; if c = 0, the vertex O of the isosceles triangle is located at the midpoint of the base ST, and the isosceles triangle SOT degenerates into a straight line; if c < 0, the vertex O of the isosceles triangle is located below the base ST, and the isosceles triangle SOT is inverted; the isosceles triangle vertex on the roll bar (17) is... O is rotatably connected to the vehicle body (10), and the rotation axis is located in the vertical plane of the vehicle body. The two ends of the base of the isosceles triangle on the roll bar (17) are rotatably connected to a rear shock absorber (16). The other ends of the two rear shock absorbers (16) are rotatably connected to the lower swing arm (11) in the left and right rear wheel positioning mechanism, respectively. The two rotation connection points E and F are in the same position on the two lower swing arms. The rotation axis at each rotation connection point is perpendicular to the horizontal plane of the vehicle body. The rear wheel active roll mechanism formed achieves active control of the vehicle body roll motion by controlling the roll actuation angle α.

[0012] In the above-mentioned rear wheel active roll mechanism: the connection point of the roll bar (17) in the horizontal plane of the vehicle body is set as an isosceles triangle SOT. The vertex O of the isosceles triangle on the roll bar (17) is rotatably connected to the vehicle body (10), and the rotation axis is located in the vertical plane of the vehicle body. The two ends S and T of the base of the isosceles triangle on the roll bar (17) are each rotatably connected to a rear shock absorber (16). The other ends of the two rear shock absorbers (16) are rotatably connected to the upper swing arm (13) in the left and right rear wheel positioning mechanisms, respectively. The two rotation connection points are in the same position on the two upper swing arms. The rotation axis at each rotation connection point is perpendicular to the horizontal plane of the vehicle body. The rear wheel active roll mechanism formed achieves active control of the vehicle body roll motion by controlling the roll actuation angle α.

[0013] The beneficial effects of this invention are that the proposed parallel front wheel active roll chassis, through the linkage of body and wheel roll, achieves independent control of vehicle steering and body roll by parallel front wheel steering and adaptive roll, dual rear wheel drive and active roll, forming an active roll chassis with tricycle characteristics; the small wheelbase parallel front wheel steering and roll technology measures retain the single-wheel adaptive roll characteristics, reduce the power consumption of roll drive and control, and improve the adhesion and load-bearing capacity of the active roll tricycle vehicle. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the rear wheel active roll mechanism.

[0015] Figure 2 This is a schematic diagram of the roll principle of the rear wheel active roll mechanism;

[0016] Figure 3 This is a schematic diagram of the inverted rear wheel active tilting mechanism.

[0017] Figure 4 This is a schematic diagram of the front wheel steering roll mechanism.

[0018] Figure 5 This is a diagram showing the positional parameters of the front wheel steering roll mechanism.

[0019] Figure 6 This is a schematic diagram of the roll mechanism of the front wheel steering roll mechanism;

[0020] Figure 7 Schematic diagram of the parallel front wheel active roll chassis;

[0021] Figure 8 Diagram of the active roll steering principle for parallel front wheels;

[0022] In the diagram: 10--Body body, 11--Lower control arm, 12--Positioning rod, 13--Upper control arm, 14--Drive shaft, 15--Rear wheel, 16--Rear shock absorber, 17--Roll bar, 21--Support arm, 22--Front shock absorber, 23--Half shaft, 24--Front wheel, 25--Steering shaft, 26--Stabilizer bar, 27--Left link, 28--Right link. Detailed Implementation

[0023] The embodiments of the present invention will now be described with reference to the accompanying drawings:

[0024] The parallel front-wheel active roll chassis consists of a rear-wheel active roll mechanism and a front-wheel steering roll mechanism (e.g.) Figure 7 (as shown);

[0025] Figure 1The diagram shows the principle of the rear wheel active roll mechanism. The rear wheel active roll mechanism includes: a vehicle body (10), a lower swing arm (11), a positioning rod (12), and an upper swing arm (13) connected in sequence. The rotation axes at each rotation connection point A, B, C, and D are parallel to each other and perpendicular to the horizontal plane of the vehicle body, forming a parallelogram closed motion chain ABCD with the same relative motion plane. The drive shaft (14) is fixedly connected to the positioning rod (12), and the axis of the drive shaft (14) is perpendicular to the line connecting B and C on the positioning rod (12). The rear wheel (15) rotates around the axis of the drive shaft (14), and the axis of rotation of the rear wheel is parallel to the horizontal plane of the vehicle body. The mechanism is formed by connecting the vehicle body (10), lower swing arm (11), positioning rod (12), upper swing arm (13), drive shaft (14), and rear wheel (15) in the above manner. A set of rear wheel alignment mechanisms; two sets of rear wheel alignment mechanisms with the same geometric parameters and performance parameters are arranged symmetrically on the left and right sides of the vehicle body vertical plane according to the given rear wheel track d, and share the same vehicle body. The connection point of the roll bar (17) in the horizontal plane of the vehicle body is set as an isosceles triangle SOT. The vertex O of the isosceles triangle on the roll bar (17) is rotatably connected to the vehicle body (10), and the rotation axis is located in the vertical plane of the vehicle body. The two ends S and T of the base of the isosceles triangle on the roll bar (17) are rotatably connected to a rear shock absorber (16). The other ends of the two rear shock absorbers (16) are rotatably connected to the lower swing arm (11) in the left and right rear wheel alignment mechanisms, respectively. The two rotation connection points E and F are in the same position on the two lower swing arms. The rotation axes at each rotation connection point are parallel to each other and are perpendicular to the horizontal plane of the vehicle body, forming a rear wheel active roll mechanism.

[0026] Figure 2 The diagram shows the tilt principle of the rear wheel active tilt mechanism. In the rear wheel active tilt mechanism: the tilt bar (17) rotates relative to the vehicle body (10) around point O in the horizontal vertical plane of the vehicle body. The rotation angle α is the tilt actuation angle. The angle β between the horizontal plane of the vehicle body and the ground is the vehicle body tilt angle. When the tilt actuation angle α = 0, the rear wheel active tilt mechanism is symmetrical about the vertical plane of the vehicle body. The two rear wheels are coaxial, the vehicle body tilt angle β = 0, the vehicle body does not tilt, and the vehicle travels upright. When the tilt actuation angle α ≠ 0, the two rear wheel axes are parallel and move in opposite directions relative to the vehicle body. The tilt function β = f(α) is obtained to show the relationship between the vehicle body tilt angle β and the tilt actuation angle α. The vehicle body tilts and the vehicle travels with a tilt. The rear wheel active tilt mechanism achieves active control of the vehicle body tilt movement by controlling the tilt actuation angle α.

[0027] Figure 4The diagram shows the principle of the front wheel steering roll mechanism. The front wheel steering roll mechanism includes: the upper end of the support arm (21) is fixedly connected to the lower end of the front shock absorber (22), the middle part of the support arm (21) is fixedly connected to the half shaft (23), and the axis of the half shaft (23) is perpendicular to the compression displacement direction of the front shock absorber (22). The half shaft (23) is connected to the front wheel (24), and the front wheel (24) rotates around the axis of the half shaft (23) to form a set of front wheel support mechanisms. Two sets of identical front wheel support mechanisms are symmetrically set according to the given front wheel track b. The steering shaft (25) is rotatably connected to the body (10), and the rotation axis L is located in the vertical plane of the body. In the vertical plane of the body, the rotation axis L forms an angle δ with the horizontal vertical plane of the body. A plane P parallel to the rotation axis L and a distance e is selected on the steering shaft (25), and another plane Q is set perpendicular to the plane P through the rotation axis L. Figure 5 As shown, the midpoint of the balance bar (26) in plane P is rotatably connected to the steering shaft (25), and the connection point M is located in plane Q. The two ends I and J of the balance bar (26) are rotatably connected to the upper end of the front shock absorber (22) in the two sets of front wheel support mechanisms. The lower end of the steering shaft (25) in plane P is rotatably connected to the left connecting rod (27) and the right connecting rod (28) in the two sets of front wheel support mechanisms, and the connection point N is located in plane Q. The other ends H and K of the left connecting rod (27) and the right connecting rod (28) are rotatably connected to the lower end of the support arm (21) in the two sets of front wheel support mechanisms. The left connecting rod (27) and the right connecting rod (28) are of equal length. The rotation axes at each rotation connection point I, M, J, K, N, H are parallel to each other and are all perpendicular to plane P. IM = MJ = KN = NH. The rotation axes of the two front wheels (24) are located in plane P and are all perpendicular to plane Q, forming a front wheel steering tilt mechanism.

[0028] Figure 6 The diagram shown illustrates the roll principle of the front wheel steering roll mechanism. In the front wheel steering roll mechanism: the steering shaft (25) rotates relative to the vehicle body (10) to generate a steering angle θ. When the steering angle θ = 0, the vehicle travels in a straight line, and the plane Q coincides with the vertical plane of the vehicle body. When the steering angle θ ≠ 0, the vehicle turns (e.g., ...). Figure 8 (As shown); When the body roll angle β = 0, the front wheel steering roll mechanism is symmetrical about plane Q. When the body roll angle β ≠ 0, the front wheel steering roll mechanism adaptively rolls, and the rotation axes of the two front wheels move in opposite directions relative to the steering axis along the rotation axis L in plane P, resulting in body roll and two front wheel roll relative to the ground. The front wheel steering roll mechanism achieves independent body roll and vehicle steering motion without interference through dual front wheel steering and adaptive body roll; the vehicle's steering return and straight-line driving stability are achieved by tilting the rotation axis L of the steering axis backward at an angle δ = 5–20°, and offsetting the rotation axes of the two front wheels at a distance e = 10–100 mm.

[0029] Figure 7The schematic diagram of the parallel front-wheel active roll chassis shown indicates that a set of front-wheel steering roll mechanisms and a set of rear-wheel active roll mechanisms are arranged front and rear on the same vehicle body according to a given wheelbase Z, sharing the same vertical plane. The rear wheel track d is much larger than the front wheel track b, with b = (0.1~0.25)d. The rear wheel active roll mechanism controls the vehicle body roll, while the front wheel steering roll mechanism adaptively rolls, forming a parallel front-wheel active roll chassis with tricycle characteristics. The front and rear tires are motorcycle tires with a circular arc cross-section (GB 518-2007). The small wheel track and parallel front wheel steering, coupled with the rear wheel hub motor drive, result in full-wheel roll, reducing roll drive and control power consumption and improving the adhesion and load-bearing capacity of the active roll tricycle.

[0030] In the aforementioned rear wheel active roll mechanism: an isosceles triangle SOT is maintained at the connection point of the roll bar (17) in the transverse vertical plane of the vehicle body. The distance from the vertex O of the isosceles triangle to the base ST is c, where c > 0. The vertex O of the isosceles triangle is located above the base ST, and the isosceles triangle SOT is upright (e.g., Figure 1 (As shown); when c = 0, the vertex O of the isosceles triangle is located at the midpoint of the base ST, and the isosceles triangle SOT degenerates into a straight line; when c < 0, the vertex O of the isosceles triangle is located below the base ST, and the isosceles triangle SOT is inverted (as shown). Figure 3 As shown); the vertex O of the isosceles triangle on the roll bar (17) is rotatably connected to the vehicle body (10), and the rotation axis is located in the vertical plane of the vehicle body. The two ends S and T of the base of the isosceles triangle on the roll bar (17) are each rotatably connected to a rear shock absorber (16). The other ends of the two rear shock absorbers (16) are rotatably connected to the lower swing arm (11) in the left and right rear wheel positioning mechanisms, respectively. The two rotation connection points E and F are in the same position on the two lower swing arms. The rotation axis at each rotation connection point is perpendicular to the horizontal plane of the vehicle body. The rear wheel active roll mechanism formed achieves active control of the vehicle body roll motion by controlling the roll actuation angle α; as Figure 3 As shown: taking c < 0, the isosceles triangle SOT is inverted to form an inverted rear wheel active tilting mechanism, in order to lower the center of gravity and improve vehicle driving stability.

[0031] In a parallel front wheel active roll chassis: for the attached Figure 1 , 2In the rear wheel active roll mechanism in section 3, the connection point of the roll bar (17) in the horizontal plane of the vehicle body is set as an isosceles triangle SOT. The vertex O of the isosceles triangle on the roll bar (17) is rotatably connected to the vehicle body (10), and the rotation axis is located in the vertical plane of the vehicle body. The two ends S and T of the base of the isosceles triangle on the roll bar (17) are each rotatably connected to a rear shock absorber (16). The other ends of the two rear shock absorbers (16) are rotatably connected to the upper swing arm (13) in the left and right rear wheel positioning mechanisms, respectively. The two rotation connection points are in the same position on the two upper swing arms. The rotation axis at each rotation connection point is perpendicular to the horizontal plane of the vehicle body. Correspondingly, the roll bar and the vehicle body rotation connection point O moves upward along the vertical direction AD of the vehicle body to keep the two rear shock absorbers in a compressed state. The rear wheel active roll mechanism formed achieves active control of the vehicle body roll motion by controlling the roll actuation angle α.

[0032] Figure 7 , 8 The parallel front wheel active roll chassis shown has a vehicle speed of v and gravitational acceleration g. When the vehicle is turning, the parallel front wheels steer through the front wheel steering roll mechanism, giving a steering angle θ and a turning radius r = Z / tanθ. The turning force balance condition is satisfied: mg × tanβ = mv. 2 / r, from tanβ=v 2 The roll angle β is obtained by solving for the roll angle β. The roll actuation angle α is obtained by solving for the roll function β=f(α). The actuator generates the roll actuation angle α to drive the rear wheel active roll mechanism and realize the vehicle body roll. The front wheel steering roll mechanism adaptively rolls to resist the centrifugal force of turning and maintain the stability of the vehicle when driving in a curve. When the vehicle is driving on a lateral slope, the tilt sensor dynamically reads the lateral slope angle p of the ground and takes the vehicle body roll angle β=-p. The roll actuation angle α is obtained by solving for the roll function β=f(α). The actuator generates the roll actuation angle α to drive the rear wheel active roll mechanism and realize the vehicle body roll to resist the vehicle rollover force caused by terrain changes and maintain the stable driving posture of the vehicle.

Claims

1. A parallel front-wheel active roll chassis, comprising a rear-wheel active roll mechanism and a front-wheel steering roll mechanism, characterized in that: The aforementioned rear-wheel active roll mechanism includes: a vehicle body, a lower control arm, a positioning rod, and an upper control arm sequentially rotatably connected. The rotation axes at each connection point A, B, C, and D are perpendicular to the vehicle body's transverse plane, forming a quadrilateral closed kinematic chain ABCD with the same relative motion plane. The drive shaft is fixedly connected to the positioning rod, and the axis of the drive shaft is perpendicular to the positioning rod. The rear wheels rotate around the axis of the drive shaft, and the rear wheel rotation axis is parallel to the vehicle body's transverse plane, forming a set of rear-wheel alignment mechanisms. Two sets of rear-wheel alignment mechanisms with identical geometric and performance parameters are configured based on a given rear wheel track. The system is symmetrically arranged on the left and right sides of the vehicle's vertical plane and shares the same body. The connection points of the roll bars on the vehicle's horizontal plane are set in an isosceles triangle. The vertex of the isosceles triangle on the roll bar is rotatably connected to the vehicle body, and the axis of rotation is located in the vertical plane of the vehicle body. Each of the two ends of the base of the isosceles triangle on the roll bar is rotatably connected to a rear shock absorber. The other ends of the two rear shock absorbers are rotatably connected to the lower swing arms in the left and right rear wheel positioning mechanisms, respectively. The two rotatable connection points are in the same position on the two lower swing arms. The axis of rotation at each rotatable connection point is perpendicular to the horizontal plane of the vehicle body, forming a rear wheel active roll mechanism. Wherein: the tilt angle α between the tilt bar and the vehicle body in the transverse vertical plane is the tilt actuation angle, and the angle β between the horizontal plane of the vehicle body and the ground is the vehicle body roll angle. When the tilt actuation angle α = 0, the rear wheel active tilt mechanism is symmetrical about the vertical plane of the vehicle body, the vehicle body roll angle β = 0, and the vehicle is upright; when the tilt actuation angle α ≠ 0, the two rear wheels move in opposite directions relative to the vehicle body, and the roll function β = f(α) is obtained to show the relationship between the vehicle body roll angle β and the tilt actuation angle α, and the vehicle rolls. Active control of the vehicle body roll motion is achieved by controlling the tilt actuation angle α. The aforementioned front wheel steering roll mechanism includes: an upper end of a support arm fixedly connected to the lower end of the front shock absorber; a middle portion of the support arm fixedly connected to a half-shaft, with the axis of the half-shaft perpendicular to the compression displacement direction of the front shock absorber; the half-shaft connects to the front wheel, and the front wheel rotates around the axis of the half-shaft, forming a set of front wheel support mechanisms; two identical sets of front wheel support mechanisms are symmetrically arranged according to a given front wheel track; the steering shaft is rotatably connected to the vehicle body, and the rotation axis L is located within the vertical plane of the vehicle body; within the vertical plane of the vehicle body, the rotation axis L forms an angle δ with the transverse vertical plane of the vehicle body; a plane P parallel to the rotation axis L and at a distance e is selected on the steering shaft; let... Another plane Q is placed perpendicular to plane P through the rotation axis L. The midpoint of the balance bar is rotatably connected to the steering shaft, and the connection point is located in plane Q. The two ends of the balance bar are rotatably connected to the upper ends of the front shock absorbers in the two sets of front wheel support mechanisms. The lower end of the steering shaft is rotatably connected to the left and right connecting rods, and the connection point is located in plane Q. The other ends of the left and right connecting rods are rotatably connected to the lower ends of the support arms in the two sets of front wheel support mechanisms. The left and right connecting rods are of equal length. The rotation axis at each rotation connection point is perpendicular to plane P. The rotation axes of the two front wheels are located in plane P, forming a front wheel steering roll mechanism. Wherein: the steering shaft rotates relative to the vehicle body to generate a steering angle θ. When the steering angle θ = 0, the vehicle travels in a straight line and the plane Q coincides with the vertical plane of the vehicle body. When the steering angle θ ≠ 0, the vehicle turns. When the body roll angle β = 0, the front wheel steering roll mechanism is symmetrical about the plane Q. When the body roll angle β ≠ 0, the front wheel steering roll mechanism adaptively rolls, and the rotation axes of the two front wheels move in the opposite direction relative to the steering shaft along the rotation axis L in the plane P, resulting in body roll and two front wheel roll relative to the ground. A set of front wheel steering roll mechanisms and a set of rear wheel active roll mechanisms are arranged front and rear on the same vehicle body according to a given wheelbase and share the same vertical plane of the vehicle body. The rear wheel track d is much larger than the front wheel track b, and b = (0.1~0.25)d. The rear wheel active roll mechanism controls the body roll, and the front wheel steering roll mechanism adapts to the roll, thus forming a parallel front wheel active roll chassis with three-wheel characteristics.

2. The parallel front wheel active roll chassis according to claim 1, characterized in that, In the aforementioned rear wheel active roll mechanism: the roll bar connection point is set as an isosceles triangle within the transverse plane of the vehicle body. The distance from the vertex to the base of the isosceles triangle is c. If c > 0, the vertex of the isosceles triangle is located above the base, and the isosceles triangle is upright. If c = 0, the vertex of the isosceles triangle is located at the midpoint of the base, and the isosceles triangle degenerates into a straight line. If c < 0, the vertex of the isosceles triangle is located below the base, and the isosceles triangle is inverted. The vertex of the isosceles triangle on the roll bar is rotatably connected to the vehicle body, and the rotation axis is located within the transverse plane of the vehicle body. Each of the two ends of the base of the isosceles triangle on the roll bar is rotatably connected to a rear shock absorber. The other ends of the two rear shock absorbers are rotatably connected to the lower swing arms in the left and right rear wheel positioning mechanisms, respectively. The two rotatable connection points are at the same position on the two lower swing arms. The rotation axis at each rotatable connection point is perpendicular to the transverse plane of the vehicle body. The resulting rear wheel active roll mechanism achieves active control of the vehicle body roll motion by controlling the roll actuation angle α.

3. The parallel front wheel active roll chassis according to claim 1 or 2, characterized in that, In the aforementioned rear wheel active roll mechanism: the roll bar connection points are arranged in an isosceles triangle within the transverse plane of the vehicle body. The vertex of the isosceles triangle on the roll bar is rotatably connected to the vehicle body, and the rotation axis is located within the transverse plane of the vehicle body. Each of the two ends of the base of the isosceles triangle on the roll bar is rotatably connected to a rear shock absorber. The other ends of the two rear shock absorbers are rotatably connected to the upper swing arms in the left and right rear wheel positioning mechanisms, respectively. The two rotatable connection points are located at the same positions on the two upper swing arms. The rotation axis at each rotatable connection point is perpendicular to the transverse plane of the vehicle body. The resulting rear wheel active roll mechanism achieves active control of the vehicle body roll motion by controlling the roll actuation angle α.

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