A kind of implementation vehicle omni-directional balance interconnection mechanism and vehicle

Abstract

The application discloses a kind of to realize vehicle all azimuth balanced interconnection mechanism and vehicle, including chassis body, the chassis body is installed with suspension, suspension includes front suspension and rear suspension, further include transverse rotation installation in the chassis body passive component, the passive component includes first front passive component, second front passive component, first rear passive component and second rear passive component;Further include drive mechanism, the drive mechanism is used to drive the first front passive component, second front passive component, first rear passive component and second rear passive component relative the rotation of chassis body in turn and exert upward or downward force to suspension.In the application, the proposed to realize vehicle all azimuth balanced interconnection mechanism and vehicle, simple structure in turn, in turn avoid vehicle in emergency brake or emergency acceleration or turning etc. cause vehicle chassis inclination is larger and causes vehicle rollover, in turn ensure the safety during vehicle driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle chassis balancing technology, and in particular to a vehicle and a vehicle that achieves all-around vehicle balancing interconnection mechanism. Background Technology

[0002] The suspension system is a general term for all force-transmitting connection devices between the car frame and the axle or wheels. Its function is to transmit the forces and torques acting between the wheels and the frame, and to buffer the impact forces transmitted from uneven road surfaces to the frame or body, and to dampen the vibrations caused thereby, so as to ensure that the car can drive smoothly.

[0003] Existing suspension systems include front and rear suspensions. The shock absorbers of the front and rear suspensions, especially those of off-road vehicles, generally use coil springs. The travel of the springs on the chassis is somewhat constrained, and there is no corresponding connection between the front and rear suspensions of the vehicle. When the vehicle suddenly accelerates or brakes, especially on a slope, there may be a risk of the vehicle pitching forward or rolling backward. Summary of the Invention

[0004] To address the technical problems existing in the background art, the present invention proposes a vehicle-to-vehicle omnidirectional balance interconnection mechanism and vehicle.

[0005] The present invention proposes a vehicle omnidirectional balance interconnection mechanism, including a chassis body, on which a suspension is mounted, the suspension including a front suspension and a rear suspension, and also includes a passive component laterally rotatably mounted on the chassis body, the passive component including a first front passive component, a second front passive component, a first rear passive component and a second rear passive component.

[0006] One side of the first front passive component is located above the front suspension and is connected to the front suspension via a spherical bearing. Rotating the first front passive component can press down or lift up the side of the front suspension closest to one front wheel. One side of the second front passive component is located above the front suspension and is connected to the front suspension via a spherical bearing. Rotating the second front passive component can press down or lift up the side of the front suspension closest to the other front wheel.

[0007] One side of the first rear passive assembly is located above the rear suspension and is connected to the rear suspension via a joint bearing. Rotating the first rear passive assembly can press down or lift up the side of the rear suspension closest to one rear wheel. One side of the second rear passive assembly is located above the rear suspension and is connected to the rear suspension via a joint bearing. Rotating the second rear passive assembly can press down or lift up the side of the rear suspension closest to the other rear wheel.

[0008] It also includes a drive mechanism for driving the first front passive component, the second front passive component, the first rear passive component, and the second rear passive component to rotate relative to the chassis body.

[0009] Preferably, when the vehicle tilts, the passive component corresponding to the lower wheel applies an upward force to the suspension near that wheel; the passive component corresponding to the higher wheel applies a downward force to the suspension near that wheel.

[0010] Preferably, the driving component includes a lateral driving component and a longitudinal driving component, and further includes a lateral slider, a longitudinal slider, a front transmission rod, a rear transmission rod, a transmission assembly, and a conversion rod, wherein:

[0011] The longitudinal slider is longitudinally slidably mounted on the middle part of the chassis body. The longitudinal drive member drives the longitudinal slider to move on the chassis body. The transverse slider is laterally slidably mounted on the longitudinal slider. The transverse drive member is mounted on the longitudinal slider and is used to drive the transverse slider to move laterally relative to the longitudinal slider.

[0012] The middle part of the conversion rod is vertically rotatably mounted on the horizontal slider, the middle part of the front transmission rod is vertically rotatably mounted on one end of the conversion rod, and the middle part of the rear transmission rod is vertically rotatably mounted on the other end of the conversion rod.

[0013] The transmission assembly includes a first front transmission assembly, a second front transmission assembly, a first rear transmission assembly, and a second rear transmission assembly. The first front transmission assembly is disposed between one end of the front transmission rod and the first front driven assembly. The second front transmission assembly is disposed between the other end of the front transmission rod and the second front driven assembly. The first rear transmission assembly is disposed between one end of the rear transmission rod and the first rear driven assembly. The second rear transmission assembly is disposed between the other end of the rear transmission rod and the second rear driven assembly.

[0014] Preferably, the drive mechanism can be controlled by a control system. In some embodiments, both the lateral and longitudinal drive components are preferably electric telescopic rods. The vehicle tilt state can be sensed by a gyroscope, thereby controlling the movement of the lateral and longitudinal drive components. When the vehicle acceleration is large, the longitudinal drive component is controlled to move.

[0015] Preferably, the transmission assembly includes an angled connecting rod and a tension / compression spring shock absorber. One end of the tension / compression spring shock absorber is connected to the passive assembly via a spherical bearing. The other end of the tension / compression spring shock absorber is vertically rotatably connected to one end of the angled connecting rod. The other end of the angled connecting rod is vertically rotatably connected to one end of the front or rear transmission rod. The corner of the angled connecting rod is vertically rotatably connected to the longitudinal slider.

[0016] Preferably, the first front drive assembly and the second front drive assembly are symmetrical about the centerline of the chassis body in the longitudinal direction relative to the conversion rod.

[0017] Preferably, the first front drive assembly and the first rear drive assembly are symmetrical about the centerline of the chassis body in the left-right direction relative to the conversion rod.

[0018] Preferably, the passive component includes a longitudinal rocker arm and a vertical connecting rod. The longitudinal rocker arm is connected to the vertical connecting rod via a spherical bearing, and the vertical connecting rod is connected to the suspension via a spherical bearing. The longitudinal rocker arm is laterally rotatably mounted on the chassis body. The longitudinal rocker arm is connected to the transmission component via a spherical bearing. The connection positions of the longitudinal rocker arm and the chassis body, the longitudinal rocker arm and the transmission component, and the vertical connecting rod and the longitudinal rocker arm are arranged in a triangular pattern. Furthermore, the connection position of the longitudinal rocker arm and the chassis body is higher than the connection positions of the longitudinal rocker arm and the transmission component, as well as the connection positions of the vertical connecting rod and the longitudinal rocker arm.

[0019] Preferably, the chassis body is provided with a support portion, and the contact surface between the support portion and the longitudinal rocker arm is an inclined surface that gradually slopes from bottom to top toward the middle of the chassis body.

[0020] Preferably, the front suspension is an independent suspension.

[0021] Preferably, the rear suspension is a non-independent suspension.

[0022] A vehicle including the aforementioned interconnection mechanism for achieving omnidirectional vehicle balance.

[0023] The proposed vehicle-to-everything (V2X) balance interconnection mechanism and vehicle have a simple structure. Depending on the vehicle's tilt or acceleration state, forces are applied to the front and rear suspensions through a drive mechanism, a first front passive component, a second front passive component, a first rear passive component, and a second rear passive component. This prevents the vehicle chassis from tilting too much during sudden braking, acceleration, or turning, thus avoiding vehicle rollover and ensuring vehicle safety during driving.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] Figure 1 This is a top view of the present invention;

[0026] Figure 2 This is a schematic diagram of the structure after the rear suspension of the present invention has been disassembled;

[0027] Figure 3 This is a schematic diagram of the passive component structure of the present invention;

[0028] Figure 4 This is a schematic diagram of the transmission component structure of the present invention;

[0029] Figure 5 This is a schematic diagram of the connection structure between the gravity pendulum and the shell of the present invention;

[0030] Figure 6 This is a cross-sectional view of the shell of the present invention.

[0031] In the diagram: 1. Chassis body; 2. Front suspension; 3. Rear suspension; 4. Support unit; 5. First front passive assembly; 6. Second front passive assembly; 7. First rear passive assembly; 8. Second rear passive assembly; 9. Lateral drive component; 10. Longitudinal drive component; 11. Lateral slider; 12. Longitudinal slider; 13. Front drive rod; 14. Rear drive rod; 15. Converter rod; 16. First front drive assembly; 17. Second front drive assembly; 18. First rear drive assembly; 19. Second rear drive assembly; 20. Gravity pendulum; 21. Mounting block; 22. Housing; 23. Lateral extension contact switch; 24. Lateral retraction contact switch; 25. Longitudinal extension contact switch; 26. Longitudinal retraction contact switch; 27. Angle connecting rod; 28. Pull-compression spring shock absorber; 29. ​​Longitudinal rocker arm; 30. Vertical connecting rod. Detailed Implementation

[0032] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar symbols denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0033] like Figure 1-6 The illustrated vehicle omnidirectional balance interconnection mechanism includes a chassis body 1, on which a suspension is mounted. The suspension includes a front suspension 2 and a rear suspension 3. Specifically, the front suspension 2 is an independent suspension and the rear suspension 3 is a non-independent suspension. It also includes a passive component that is laterally rotatably mounted on the chassis body 1. The passive component includes a first front passive component 5, a second front passive component 6, a first rear passive component 7, and a second rear passive component 8.

[0034] One side of the first front passive component 5 is located above the front suspension 2 and is connected to the front suspension 2 through a spherical bearing. Rotating the first front passive component 5 can press down or lift up the side of the front suspension 2 closest to one front wheel. One side of the second front passive component 6 is located above the front suspension 2 and is connected to the front suspension 2 through a spherical bearing. Rotating the second front passive component 6 can press down or lift up the side of the front suspension 2 closest to the other front wheel.

[0035] One side of the first rear passive assembly 7 is located above the rear suspension 3 and is connected to the rear suspension 3 through a joint bearing. Rotating the first rear passive assembly 7 can press down or lift up the side of the rear suspension 3 closest to one rear wheel. One side of the second rear passive assembly 8 is located above the rear suspension 3 and is connected to the rear suspension 3 through a joint bearing. Rotating the second rear passive assembly 8 can press down or lift up the side of the rear suspension 3 closest to the other rear wheel.

[0036] It also includes a drive mechanism for driving the first front passive component 5, the second front passive component 6, the first rear passive component 7, and the second rear passive component 8 to rotate relative to the chassis body 1.

[0037] When the vehicle is traveling at a large acceleration, the vehicle tilts forward or backward, which in turn causes the drive mechanism to drive the first front passive component 5 and the second front passive component 6 to press down on the front suspension 2 and the second rear passive component 8 and the first rear passive component 7 to exert an upward force on the rear suspension 3, or the first front passive component 5 and the second front passive component 6 to exert an upward force on the front suspension 2 and the second rear passive component 8 and the first rear passive component 7 to exert a downward force on the rear suspension 3, so as to ensure the balance of the vehicle chassis and prevent rollover.

[0038] When the vehicle tilts, the passive components corresponding to the lower-positioned wheel exert an upward force on the suspension near that wheel; the passive components corresponding to the higher-positioned wheel exert a downward force on the suspension near that wheel.

[0039] When the vehicle is driving on uneven ground, a force is applied to the suspension through the first front passive component 5, the second front passive component 6, the first rear passive component 7 and the second rear passive component 8 to stabilize the chassis body 1, ensure the stability of the vehicle during driving and prevent the vehicle from rolling over.

[0040] In some preferred embodiments, the driving component includes a lateral driving component 9 and a longitudinal driving component 10, and further includes a lateral slider 11, a longitudinal slider 12, a front transmission rod 13, a rear transmission rod 14, a transmission assembly, and a conversion rod 15, wherein:

[0041] The longitudinal slider 12 is longitudinally slidably mounted in the middle of the chassis body 1. The longitudinal drive member 10 drives the longitudinal slider 12 to move on the chassis body 1. The transverse slider 11 is laterally slidably mounted on the longitudinal slider 12. The transverse drive member 9 is mounted on the longitudinal slider 12 and is used to drive the transverse slider 11 to move laterally relative to the longitudinal slider 12.

[0042] The middle part of the conversion rod 15 is vertically rotatably mounted on the horizontal slider 11, the middle part of the front transmission rod 13 is vertically rotatably mounted on one end of the conversion rod 15, and the middle part of the rear transmission rod 14 is vertically rotatably mounted on the other end of the conversion rod 15.

[0043] The transmission assembly includes a first front transmission assembly 16, a second front transmission assembly 17, a first rear transmission assembly 18, and a second rear transmission assembly 19. The first front transmission assembly 16 is disposed between one end of the front transmission rod 13 and the first front driven assembly 5. The second front transmission assembly 17 is disposed between the other end of the front transmission rod 13 and the second front driven assembly 6. The first rear transmission assembly 18 is disposed between one end of the rear transmission rod 14 and the first rear driven assembly 7. The second rear transmission assembly 19 is disposed between the other end of the rear transmission rod 14 and the second rear driven assembly 8.

[0044] With the arrangement of the lateral slider 11, longitudinal slider 12, front drive rod 13, rear drive rod 14, conversion rod 15 and transmission assembly, if only the lateral slider 11 or the longitudinal slider 12 moves, the lateral slider 11 or the longitudinal slider 12 will drive the passive transmission assembly located on the same side to apply a downward or upward force to the suspension.

[0045] Preferably, the drive mechanism can be controlled by a control system. In some embodiments, both the lateral drive member 9 and the longitudinal drive member 10 are electric telescopic rods. The vehicle tilt state can be sensed by a gyroscope, and the movement of the lateral drive member 9 and the longitudinal drive member 10 can be controlled. When the vehicle acceleration is large, the longitudinal drive member 10 is controlled to move. When the vehicle chassis is not tilted and the vehicle does not have a large acceleration, the lateral drive member 9 drives the lateral slider 11 to be located in the middle of the longitudinal slider 12, and the longitudinal drive member 10 drives the longitudinal drive member 10 to move to the middle of the vehicle chassis.

[0046] Specifically, the extension and retraction of the electric telescopic pole can be controlled through existing control systems.

[0047] like Figure 5-6In some preferred embodiments, as shown, a swing control device is installed on the vehicle. The vehicle sensing device includes a gravity pendulum 20, which is laterally oscillating on a mounting block 21. The mounting block 21 is longitudinally oscillating on a housing 22. The housing 22 contains a lateral extension contact switch 23, a lateral retraction contact switch 24, a longitudinal extension contact switch 25, and a longitudinal retraction contact switch 26. The lateral retraction contact switch 24 and the lateral extension contact switch 23 are laterally distributed within the housing 22, while the longitudinal retraction contact switch 26 and the longitudinal extension contact switch 25 are longitudinally distributed within the housing 22. A pendulum activity space is formed between switch 26, longitudinal extension contact switch 25, lateral extension contact switch 23 and lateral retraction contact switch 24. When the vehicle is not tilted, the gravity pendulum 20 is located in the pendulum activity space. When the vehicle is tilted, the gravity pendulum 20 touches the longitudinal retraction contact switch 26, longitudinal extension contact switch 25, lateral extension contact switch 23 or lateral retraction contact switch 24. After the gravity pendulum 20 is located in the pendulum activity space, the lateral drive member 9 and the longitudinal drive member 10 can automatically return to their original positions so that the lateral slider 11 and the longitudinal slider 12 are located in the middle of the chassis body 1.

[0048] When one side of the vehicle is higher or lower than the other, or when the vehicle is turning at a relatively high speed, the pendulum will slide under the action of centrifugal force, thereby controlling the action of the longitudinal drive component 10 to ensure the balance of the vehicle chassis and prevent the vehicle from overturning.

[0049] When the vehicle turns right, the gravity pendulum 20 swings to the left under the action of centrifugal force and touches the lateral retraction touch switch 24 located on the left side. This causes the lateral drive component to move the lateral slider 11 to the left, which in turn causes the transmission component to drive the second front passive component 6 to apply an upward force to the front suspension 2. This causes the right side of the chassis body 1 to be subjected to a downward force, causing the right side of the vehicle to move downward, and the left side to move downward.

[0050] When the vehicle is stationary, if one side of the vehicle is higher than the other, the gravity pendulum 20 will tilt to one side, and the drive mechanism will drive the horizontal slider 11 or the vertical slider 12 to move, thereby balancing the chassis body.

[0051] When the vehicle accelerates or decelerates with a large acceleration, the gravity pendulum 20 moves the longitudinal slider 12 under the action of inertial force, thereby balancing the chassis body. For example, when the vehicle brakes suddenly, the gravity pendulum 20 moves forward, which causes the longitudinal slider 12 to drive the first front passive component 5 and the second front passive component 6 to apply a downward force to the front suspension, thereby causing the front of the chassis body to be subjected to an upward force from the front suspension 2. Conversely, the rear suspension 3 receives an upward force, thereby causing the rear of the chassis body to be subjected to a downward force.

[0052] Preferably, the transmission assembly includes an angled connecting rod 27 and a tension / compression spring shock absorber 28. One end of the tension / compression spring shock absorber 28 is connected to the passive assembly via a spherical bearing, and the other end of the tension / compression spring shock absorber 28 is vertically rotatably connected to one end of the angled connecting rod 27. The other end of the angled connecting rod 27 is vertically rotatably connected to one end of the front drive rod 13 or the rear drive rod 14. The corner of the angled connecting rod 27 is vertically rotatably connected to the longitudinal slider 12. The angled connecting rod 27 is right-angled. The connection positions of the angled connecting rod 27 and the tension / compression spring shock absorber 28, the connection positions of the angled connecting rod 27 and the longitudinal slider 12, and the vertical rotatable connection positions of the angled connecting rod 27 and one end of the front drive rod 13 or the rear drive rod 14 form a triangle. When the lateral slider 11 and the longitudinal slider 12 move, the longitudinal angled connecting rod 27 rotates relative to the longitudinal slider 12, thereby driving the tension / compression spring shock absorber 28 to move and thus driving the passive assembly to rotate, so that the passive assembly applies an upward or downward force to the suspension.

[0053] Preferably, the first front drive assembly 16 and the second front drive assembly 17 are symmetrical about the centerline of the chassis body 1 in the front-rear direction relative to the conversion lever 15.

[0054] Preferably, the first front drive assembly 16 and the first rear drive assembly 18 are symmetrical about the centerline of the chassis body 1 in the left-right direction relative to the conversion lever 15.

[0055] Preferably, the passive component includes a longitudinal rocker arm 29 and a vertical connecting rod 30. The longitudinal rocker arm 29 is connected to the vertical connecting rod 30 via a spherical bearing. The vertical connecting rod 30 is connected to the suspension via a spherical bearing. The longitudinal rocker arm 29 is laterally rotatably mounted on the chassis body 1. The longitudinal rocker arm 29 is connected to the transmission component via a spherical bearing. The connection positions of the longitudinal rocker arm 29 and the chassis body 1, the longitudinal rocker arm 29 and the transmission component, and the vertical connecting rod 30 and the longitudinal rocker arm 29 are arranged in a triangular pattern. The connection position of the longitudinal rocker arm 29 and the chassis body 1 is higher than the connection positions of the longitudinal rocker arm 29 and the transmission component, as well as the connection positions of the vertical connecting rod 30 and the longitudinal rocker arm 29.

[0056] Specifically, when the vehicle turns right, the gravity pendulum 20 swings to the left under the action of centrifugal force and touches the lateral retraction touch switch 24 located on the left side. This causes the lateral drive component 9 to move the lateral slider 11 to the left. The lateral slider 11 causes the angle connecting rod 27 of the second front drive assembly 17 to rotate counterclockwise through the conversion rod 15 and the front drive rod 13. This causes the second front drive assembly 17 and the pull compression spring shock absorber 28 to move, thereby causing the second front passive assembly 6 to rotate. This allows the second front passive assembly 6 to apply an upward force to the front suspension 2, which in turn causes the right side of the chassis body 1 to be subjected to a downward force, lowering the right side of the vehicle. The opposite is true for the left side.

[0057] Preferably, the chassis body 1 is provided with a support part 4, and the contact surface between the support part 4 and the longitudinal rocker arm 29 is an inclined surface that gradually slopes from bottom to top toward the middle of the chassis body 1, so as to avoid the longitudinal rocker arm 29 colliding with the chassis body 1 during movement.

[0058] It should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0059] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0060] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0061] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0062] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A vehicle omnidirectional balance interconnection mechanism, comprising a chassis body (1), wherein a suspension is mounted on the chassis body (1), the suspension comprising a front suspension (2) and a rear suspension (3), characterized in that, It also includes a passive component that is laterally rotatably mounted on the chassis body (1), the passive component including a first front passive component (5), a second front passive component (6), a first rear passive component (7) and a second rear passive component (8); One side of the first front passive component (5) is located above the front suspension (2) and connected to the front suspension (2) through a joint bearing. Rotating the first front passive component (5) can press down or lift up the side of the front suspension (2) closest to one front wheel. One side of the second front passive component (6) is located above the front suspension (2) and connected to the front suspension (2) through a joint bearing. Rotating the second front passive component (6) can press down or lift up the side of the front suspension (2) closest to the other front wheel. One side of the first rear passive assembly (7) is located above the rear suspension (3) and connected to the rear suspension (3) through a joint bearing. Rotating the first rear passive assembly (7) can press down or lift up the side of the rear suspension (3) closest to one rear wheel. One side of the second rear passive assembly (8) is located above the rear suspension (3) and connected to the rear suspension (3) through a joint bearing. Rotating the second rear passive assembly (8) can press down or lift up the side of the rear suspension (3) closest to the other rear wheel. It also includes a drive mechanism for driving the first front passive component (5), the second front passive component (6), the first rear passive component (7) and the second rear passive component (8) to rotate relative to the chassis body (1); The drive unit includes a lateral drive unit (9) and a longitudinal drive unit (10), and also includes a lateral slider (11), a longitudinal slider (12), a front drive rod (13), a rear drive rod (14), a transmission assembly, and a conversion rod (15), wherein: The longitudinal slider (12) is longitudinally slidably mounted on the middle part of the chassis body (1). The longitudinal drive member (10) drives the longitudinal slider (12) to move on the chassis body (1). The transverse slider (11) is laterally slidably mounted on the longitudinal slider (12). The transverse drive member (9) is mounted on the longitudinal slider (12) and is used to drive the transverse slider (11) to move laterally relative to the longitudinal slider (12). The middle part of the conversion rod (15) is vertically rotatably mounted on the horizontal slider (11), the middle part of the front transmission rod (13) is vertically rotatably mounted on one end of the conversion rod (15), and the middle part of the rear transmission rod (14) is vertically rotatably mounted on the other end of the conversion rod (15). The transmission assembly includes a first front transmission assembly (16), a second front transmission assembly (17), a first rear transmission assembly (18), and a second rear transmission assembly (19). The first front transmission assembly (16) is disposed between one end of the front transmission rod (13) and the first front passive assembly (5). The second front transmission assembly (17) is disposed between the other end of the front transmission rod (13) and the second front passive assembly (6). The first rear transmission assembly (18) is disposed between one end of the rear transmission rod (14) and the first rear passive assembly (7). The second rear transmission assembly (19) is disposed between the other end of the rear transmission rod (14) and the second rear passive assembly (8). The transmission assembly includes an angled connecting rod (27) and a tension compression spring damper (28). One end of the tension compression spring damper (28) is connected to the passive assembly via a spherical bearing. The other end of the tension compression spring damper (28) is vertically rotatably connected to one end of the angled connecting rod (27). The other end of the angled connecting rod (27) is vertically rotatably connected to one end of the front transmission rod (13) or the rear transmission rod (14). The corner of the angled connecting rod (27) is vertically rotatably connected to the longitudinal slider (12). The front suspension (2) is an independent suspension.

2. The vehicle omnidirectional balance interconnection mechanism according to claim 1, characterized in that, When the vehicle tilts, the passive components corresponding to the lower wheel exert an upward force on the suspension near that wheel; The passive component corresponding to the wheel located at a higher position applies a downward force to the suspension near that wheel.

3. The vehicle omnidirectional balance interconnection mechanism according to claim 1, characterized in that, The first front drive assembly (16) and the second front drive assembly (17) are symmetrical about the centerline of the chassis body (1) in the front-rear direction relative to the conversion lever (15).

4. The vehicle omnidirectional balance interconnection mechanism according to claim 1, characterized in that, The first front drive assembly (16) and the first rear drive assembly (18) are symmetrical about the centerline of the chassis body (1) in the left-right direction relative to the conversion rod (15).

5. The vehicle omnidirectional balance interconnection mechanism according to claim 1, characterized in that, The passive component includes a longitudinal rocker arm (29) and a vertical connecting rod (30). The longitudinal rocker arm (29) is connected to the vertical connecting rod (30) via a spherical bearing. The vertical connecting rod (30) is connected to the suspension via a spherical bearing. The longitudinal rocker arm (29) is laterally rotatably mounted on the chassis body (1). The longitudinal rocker arm (29) is connected to the transmission component via a spherical bearing. The connection positions of the longitudinal rocker arm (29) and the chassis body (1), the connection positions of the longitudinal rocker arm (29) and the transmission component, and the connection positions of the vertical connecting rod (30) and the longitudinal rocker arm (29) are arranged in a triangle. The connection position of the longitudinal rocker arm (29) and the chassis body (1) is higher than the connection positions of the longitudinal rocker arm (29) and the transmission component, and the connection positions of the vertical connecting rod (30) and the longitudinal rocker arm (29).

6. The vehicle omnidirectional balance interconnection mechanism according to claim 5, characterized in that, The chassis body (1) is provided with a support part (31), and the contact surface between the support part (31) and the longitudinal rocker arm (29) is an inclined surface that gradually slopes from bottom to top toward the middle of the chassis body (1).

7. The vehicle omnidirectional balance interconnection mechanism according to claim 1, characterized in that, The rear suspension (3) is a non-independent suspension.

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