Whole vehicle steering balance system

Abstract

The invention provides a whole vehicle steering balance system which comprises a vehicle frame, a front wheel and a steering knuckle. The front wheel and the steering knuckle are located on the two sides of the vehicle frame. One end of the swing arm is hinged with the cleat, and the other end of the swing arm is hinged with the frame; the swing seat is rotationally connected with the frame through a rotating shaft in the first direction, and a first connection point and a second connection point are symmetrically arranged on the swing seat along the axis of the rotating shaft; the number of the damping assemblies is two, the damping assemblies correspond to the front wheels on the two sides in a one-to-one mode, the bottoms of the two damping assemblies are connected with the middle positions of the swing arms on the two sides, and the tops of the two damping assemblies are connected with the first connecting point and the second connecting point. And the swing seat compresses the damping assembly on one side and stretches the damping assembly on the other side, so that the stability of the vehicle in the turning process can be maintained.

Description

Technical Field

[0001] The present application relates to the field of vehicle steering, and in particular to a whole vehicle steering balancing system. Background Art

[0002] Dual front-wheel vehicles are a new type of vehicle that has developed very rapidly in recent years. In it, two front wheels arranged side by side are responsible for steering, and the rear wheels are responsible for overall driving, making the center of gravity distribution of the vehicle more reasonable.

[0003] In the prior art, Figure 1 As shown, the front wheel 10 is mounted on the clevis 1, wherein the clevis 1 is hinged to the frame 100 through the upper swing arm 21 and the lower swing arm 22, so that the weight of the frame 100 can be transferred to the front wheel 10 through the upper swing arm 21 and the lower swing arm 22; when the vehicle is turning, the upper swing arm 21, the lower swing arm 22, the frame 100 and the clevis 1 form a parallelogram-like shape; wherein one end of the shock-absorbing assembly 3 is mounted on one of the upper swing arm 21 or the lower swing arm 22, and the other end is fixedly mounted on the vehicle body, so as to filter vibrations during the driving of the vehicle.

[0004] In this technical solution, two groups of shock-absorbing assemblies 3 are provided, which are respectively adapted to the two front wheels 10 of the vehicle. The shock-absorbing assemblies 3 on both sides are independent of each other and absorb the vibration energy of the up and down bouncing of the front wheels 10 on each side. When the vehicle turns, the two front wheels 10 tilt inward, and the two shock-absorbing assemblies 3 will not affect the front wheels 10 on the other side. Therefore, the inner front wheel 10 will apply pressure to one side of the ground, and the outer front wheel 10 tends to tilt upward. The grip ability of the outer front wheel 10 is reduced, and during sharp turns, there is a risk of vehicle rollover.

[0005] Therefore, how to design a balancing system to improve the steering stability of dual front wheels has become a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0006] The present application provides a vehicle steering balancing system to at least solve the above technical problems existing in the prior art.

[0007] A vehicle steering balancing system is provided, comprising a vehicle frame and front wheels and clevis located on both sides of the frame, wherein the front wheels are rotatably mounted on the clevis; A swing arm, one end of which is hinged to the clevis, and the other end of which is hinged to the frame; A swing seat, the swing seat is rotatably connected to the frame along a first direction via a rotating shaft, and a first connection point and a second connection point are symmetrically provided on the swing seat along the axis of the rotating shaft; The damping assembly is provided with two groups and corresponds to two front wheels on both sides respectively, the bottom of the two damping assemblies is connected with the middle part of the swing arm on both sides respectively, and the top of the two damping assemblies is connected with the first connecting point and the second connecting point respectively.

[0008] In an implementation, the swing arm extends along a first direction of the frame, the first end of the swing arm is rotationally connected with the frame through a rotating shaft, the rotating shaft is arranged along a second direction of the frame, the first direction is orthogonal to the second direction, the second direction is parallel to the front wheel axis, and the second end of the swing arm is rotationally connected with the horn along a third direction, the third direction coincides with the axis of the front wheel kingpin.

[0009] In an implementation, the horn is provided with a mounting groove away from the same side front wheel, the mounting groove is provided with a horn seat, the horn seat is mounted on the horn through a connecting piece, the axis of the connecting piece coincides with the axis of the front wheel kingpin, and the horn seat is detachably connected with the second end of the swing arm.

[0010] In an implementation, the horn seat is provided with a first abutting surface and a second abutting surface, the mounting groove is provided with a first abutting surface and a second abutting surface, and when the horn seat is mounted in the mounting groove, the first abutting surface is in abutment with the first abutting surface, and the second abutting surface is in abutment with the second abutting surface.

[0011] In an implementation, the frame is provided with a first through hole, the swing seat is provided with a second through hole, and when the swing seat is mounted, the first through hole is aligned with the second through hole, the rotating shaft penetrates the first through hole and the second through hole in sequence and is mounted on the frame.

[0012] In an implementation, the frame is provided with an arc-shaped groove coaxial with the first through hole, the swing seat is fixedly mounted with a limiting bolt, the limiting bolt is connected with the swing seat through the arc-shaped groove, the limiting bolt swings around the axis of the first through hole, and the limiting bolt peripheral wall is in abutment with the arc-shaped groove end wall to limit the swing angle of the swing seat.

[0013] In an implementation, the first connecting point and the second connecting point of the swing seat are provided with through holes, the damping assembly includes a damper cylinder, a spiral spring and a positioning nut, the damper cylinder is fixedly mounted on the swing arm, the spiral spring is sleeved outside the damper cylinder, one end of the spiral spring is in abutment with the damper cylinder, the other end of the spiral spring is in abutment with the swing seat, the damping rod of the damper cylinder extends above the swing seat through the through hole, and the positioning nut is threadedly connected with the damping rod.

[0014] In an implementation, the steering system includes a steering shaft, a first steering knuckle arm, a reversing assembly and a second steering knuckle arm, the reversing assembly is rotationally mounted on the frame, the reversing assembly is symmetrically provided with a first connecting point and a second connecting point around its rotation axis, the two ends of the first steering knuckle arm are hingedly connected with the steering shaft and the first connecting point respectively, and the two ends of the second steering knuckle arm are hingedly connected with the second connecting point and the horn respectively.

[0015] In an embodiment, the reversing assembly comprises a reversing shaft, a reversing rod and a connecting rod, the reversing shaft is installed on the frame along the height direction of the frame, the reversing rod is sleeved outside the reversing shaft and is fixedly connected with the reversing shaft, the connecting rod is provided with two groups and is fixedly installed on the first connecting point and the second connecting point respectively, the frame is provided with a guide arc groove, the center of the guide arc groove is located on the axis of the reversing shaft, the connecting rod on the first connecting point passes through the guide arc groove and swings around the axis of the reversing shaft in the guide arc groove.

[0016] In an embodiment, the connecting rod on the first connecting point and the second connecting point is hinged with the second knuckle arm ball head; the connecting rod on the first connecting point and the steering shaft are hinged with the first knuckle arm ball head.

[0017] Compared with the prior art, the whole vehicle steering balance system has the following beneficial effects: The swing seat is rotatably installed on the frame by a rotating shaft, the damping assembly is installed between the swing arm and the swing seat, the damping assembly can absorb the energy of the up-and-down bouncing of the same side wheel, and the shaking of the vehicle during driving is reduced; During the steering of the vehicle, the driver will tilt the vehicle to the inside of the turning direction, at this time, the swing seat swings relative to the frame around the axis of the rotating shaft, the inside front wheel of the vehicle presses the ground, and the outside front wheel of the vehicle has a tendency to tilt upward, at this time, the swing seat pulls the inside damping assembly to extend upward, and the swing seat applies downward pressure to the outside damping assembly, so as to transmit the pressure to the outside swing arm, at this time, the outside swing arm presses the outside front wheel downward, reducing the risk of the upward tilting of the outside front wheel, the damping assembly and the steering of the vehicle are coordinated with each other, the stability of the vehicle during steering is improved, and the rollover of the vehicle during steering is avoided. During steering, the frame is tilted to the inside of the turning direction, the swing seat compresses one side damping assembly and stretches the other side damping assembly, so as to change the camber angle of the steering wheel, thereby helping to reduce the turning radius of the vehicle.

[0018] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the application, nor is it used to limit the scope of the application. Other features of the application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0019] The above and other objects, features and advantages of the example embodiments of the present application will be more apparent from the following detailed description read in conjunction with the accompanying drawings, in which: In the drawings, the same or corresponding reference numerals denote the same or corresponding parts.

[0020] Figure 1 A structural schematic diagram of the prior art is shown; Figure 2 A whole vehicle structural schematic diagram of the present application is shown; Figure 3 A shock absorbing assembly installation schematic diagram of the present application is shown; Figure 4 A swing arm installation structural schematic diagram of the present application is shown; Figure 5 An unfolded swing arm installation schematic diagram of the present application is shown; Figure 6 A vehicle turning process schematic diagram of the present application is shown; Figure 7 A swing seat installation schematic diagram of the present application is shown; Figure 8 A swing seat sectional view of the present application is shown; Figure 9 An unfolded shock absorbing assembly schematic diagram of the present application is shown; Figure 10 A partial structural schematic diagram of the present application is shown; Figure 11 A steering system and front wheel installation structural schematic diagram of the present application is shown; Figure 12 A top view of the steering system of the present application is shown; Figure 13 A vehicle frame structural schematic diagram of the present application is shown; Figure 14 A partial schematic diagram of the steering system of the present application is shown.

[0021] Explanation of figure numbers: X, first direction; Y, second direction; Z, third direction; 10, front wheel; 100, vehicle frame; 1001, first through hole; 1002, arc-shaped slot; 1003, bent plate; 1004, installation gap; 1, horn; 11, installation slot; 111, first contact surface; 112, second contact surface; 12, horn seat; 121, first abutment surface; 122, second abutment surface; 13, connecting piece; 131, first bearing; 132, second bearing; 133, connecting screw; 134, connecting nut; 14, positioning bolt; 2, swing arm; 20, rotation shaft; 21, upper swing arm; 22, lower swing arm; 3, shock absorbing assembly; 31, shock absorber cylinder; 311, shock absorbing rod; 32, helical spring; 33, upper spring seat; 34, positioning nut; 35, lower spring seat; 4. Swing seat; 41. First connection point; 42. Second connection point; 43. Second through hole; 44. Limit bolt; 45. Through hole; 5. Rotating shaft; 6. Steering system; 61. Steering guide cylinder; 62. Steering shaft; 621. Ball head rod; 63. First steering knuckle arm; 64. Reversing assembly; 641. Rotation axis; 642. First connection point; 643. Second connection point; 644. Reversing shaft; 645. Reversing rod; 646. Connecting rod; 647. Guide arc groove; 65. Second steering knuckle arm. DETAILED DESCRIPTION

[0022] In order to make the purpose, features, and advantages of this application more obvious and easy to understand, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0023] like Figure 2 As shown, this embodiment provides a dual front-wheel steering vehicle, wherein the rear wheels can be used to drive the vehicle to move, and the rear wheels can be one or two. Figure 2 Take the two rear wheels as an example.

[0024] In this embodiment, the direction is redefined, such as Figure 2 As shown, the vehicle body direction is taken as the first direction X, wherein the first direction X is set along the front and rear directions of the vehicle, and the width direction of the vehicle body is taken as the second direction Y. That is, when the driver drives the vehicle, the left and right direction of the driver is defined as the second direction Y, and the direction of the front wheel kingpin axis of the front wheel 10 is defined as the third direction Z.

[0025] In the prior art, Figure 1 As shown, the steering system of the dual front wheels 10 includes the following structures: a frame 100, a front wheel 10, a clevis 1, a swing arm 2 and a shock absorber assembly 3, wherein the front wheel 10 is rotatably mounted on the clevis 1, and the clevis 1 is connected to the frame 100 by the swing arm 2, and the frame 100 is supported by the swing arm 2, the front wheel 10 and the rear wheel of the vehicle.

[0026] One end of the shock absorbing component 3 is mounted on the swing arm 2, and the other end is mounted on the vehicle body. The shock absorbing component 3 is used to filter the vibration generated during the vehicle's driving process to improve the stability of the vehicle during driving.

[0027] Also included is a steering system, which is independent of the damping assembly 3, and which is used to control the rotation of the front wheels 10, thereby enabling control of the steering of the vehicle. The steering system is conventional technology, and is not disclosed in Figure 1 .

[0028] Further, in order to ensure the load capacity and maneuverability of the vehicle, the prior art includes an upper swing arm 21 and a lower swing arm 22, wherein the upper swing arm 21 is located above the lower swing arm 22, one end of the upper swing arm 21 is hingedly connected to the top of the horn 1, the other end of the upper swing arm 21 is hingedly connected to the upper portion of the frame 100, one end of the lower swing arm 22 is hingedly connected to the bottom of the horn 1, the other end of the lower swing arm 22 is hingedly connected to the lower portion of the frame 100, and it is worth noting that the line formed by the points at which the upper swing arm 21 and the lower swing arm 22 are hingedly connected to the horn 1 is the axis of the kingpin of the front wheels 10.

[0029] Each front wheel 10 corresponds to one of the damping assemblies 3, and the damping assemblies 3 can independently dampen the front wheels 10, thereby improving the damping effect of the vehicle and avoiding large jumps of the vehicle on uneven road surfaces.

[0030] In the prior art, when the upper swing arm 21 and the lower swing arm 22 are hingedly connected to the frame 100, the axis of the hinge is arranged along the first direction X, and this design enables the vehicle to jump up and down, wherein when the front wheels 10 jump up and down, the rectangle formed by the horn 1, the upper swing arm 21, the lower swing arm 22, and the frame 100 will deform to form a parallelogram, thereby causing a slight change in the wheel track between the two front wheels 10, and thereby affecting the stability of the vehicle during driving.

[0031] During steering of the vehicle, as shown in Figure 1 , both front wheels 10 will roll to the side of the steering, at which time the spring in the damping assembly 3 near the steering side is compressed, and the spring in the damping assembly 3 away from the steering side is stretched, at which time there is a risk that the outer front wheel 10 will be lifted off the ground. During steering of the vehicle, there is a risk of the vehicle rolling over.

[0032] Therefore, in the present application, the mounting method of the damping assembly 3 and the swing arm 2 is further adjusted, and the swing arm 2 and the damping assembly 3 cooperate during steering of the vehicle, thereby further improving the stability of the vehicle during steering.

[0033] Specifically, as shown in Figure 2 and Figure 3 , the vehicle steering balance system includes the horn 1, the swing arm 2, the frame 100, the swing seat 4, and the damping assembly 3, wherein the swing seat 4 is rotatably mounted on the frame 100 by means of a rotating shaft 5, the rotating shaft 5 is arranged along the first direction X of the frame 100, so that the swing seat 4 can rotate about the rotating shaft 5, or in other words, the swing seat 4 can swing left and right about the axis of the rotating shaft 5.

[0034] The front wheel 10 is rotatably mounted on the horn 1, the swing arm 2 is provided with two groups and is located on the left and right sides of the frame 100 respectively, wherein the swing arm 2 extends along the first direction X, one end of the swing arm 2 is hingedly connected with the horn 1, the other end of the swing arm 2 is hingedly connected with the frame 100, the swing seat 4 is provided with a first connection point 41 and a second connection point 42 which are symmetrical about the rotation shaft 5, the damping assembly 3 is provided with two groups and corresponds to the two front wheels 10 one by one, one end of the damping assembly 3 is connected with the middle position of the swing arm 2, and the other end of the damping assembly 3 is hingedly connected with the swing seat 4.

[0035] It is worth noting that the two damping assemblies 3 are connected with the first connection point 41 and the second connection point 42 on the swing seat 4 respectively.

[0036] Specifically, as shown in Figure 4 and Figure 5 , the swing arm 2 is rotatably connected with the frame 100 through the rotation shaft 20, wherein the axis of the rotation shaft 20 is arranged along the second direction Y.

[0037] The first scheme is that the rotation shaft 20 is fixedly connected with the frame 100, and the swing arm 2 is rotatably mounted on the rotation shaft 20 through a bearing; the second scheme is that the rotation shaft 20 is rotatably connected with the frame 100 through a bearing, and the swing arm 2 is fixedly mounted on the rotation shaft 20.

[0038] As shown in Figure 5 , the horn 1 is provided with a mounting groove 11 away from one side of the front wheel 100, wherein the longitudinal section of the mounting groove 11 is C-shaped, the other end of the swing arm 2 extends into the mounting groove 11, and the swing arm 2 is rotatably connected with the horn 1 about the third direction Z, it is worth noting that the third direction Z coincides with the axis of the kingpin of the front wheel 10.

[0039] In the above manner, it is found that the swing arm 2 is hingedly connected with the frame 100, which is replaced by the prior art along the first direction X to be hingedly connected along the second direction Y. This manner can make the front wheel 10 better bear the lateral load on the vehicle and improve the stability of the vehicle.

[0040] The swing arm 2 cooperates with the damping assembly 3, the damping assembly 3 can bear the gravity of the frame 100 and can absorb the energy of vibration during the driving of the vehicle.

[0041] The swing arm 2 is rotatably connected with the frame 100 through the rotation shaft 20, which can make the swing arm 2 jump up and down, and the damping assembly 3 can absorb the energy of the swing arm 2 during the jumping process.

[0042] During the rotation of the front wheel 10, the horn 1 will swing about the axis of the kingpin of the front wheel 10, thereby increasing the rotation angle range of the front wheel 10 and reducing the turning radius of the vehicle.

[0043] When the vehicle is turning, as shown in Figure 6 the body tilts to the turning side, at this time, the turning shaft 20 and the horizontal plane form an inclination angle, and the turning shaft 20 drives the swing arm 2 on the same side to press down, at this time, the inner front wheel 10 tilts to the inner side of the turning, the turning shaft 20 drives the swing arm 2 on the outer side to have a tendency to tilt up, thereby making the outer front wheel 10 have the risk of being separated from the ground, after the body tilts, the swing seat 4 swings around the axis of the rotating shaft 5, at this time, the swing seat 4 pulls the damping assembly 3 on the inner side of the turning to lift up, thereby exerting an upward lifting force on the middle position of the swing arm 2 on the inner side, the swing seat 4 presses the damping assembly 3 on the outer side of the turning downward, thereby exerting a downward pressure on the middle position of the swing arm 2 on the outer side, thereby inhibiting the swing arm 2 on the outer side from tilting up and reducing the risk of the outer front wheel 10 being separated from the ground, at this time, the damping assembly 3 swings with the swing seat 4 and exerts different forces on the swing arms 2 on both sides, thereby reducing the risk of the vehicle rolling over when turning and improving the stability of the vehicle during turning.

[0044] Since the swing arm 2 and the horn 1 need to be hinged around the axis of the kingpin of the front wheel 10, at this time, the swing arm 2 and the horn 1 need to have a relatively precise assembly process, otherwise, after the swing arm 2 is installed, abnormal noise and vehicle shaking problems are likely to occur during vehicle driving, and the front wheel 10 needs to be positioned after the swing arm 2 is assembled.

[0045] To solve this problem, in the embodiment, as shown in Figure 5 the swing arm 2 is connected with the horn 1 through the horn seat 12, wherein the horn seat 12 and the swing arm 2 are connected in a detachable manner to facilitate replacement of the swing arm 2 later, specifically, the swing arm 2 is fixedly connected with the horn seat 12 through the positioning bolt 14. It is worth noting that the positioning bolt 14 penetrates the swing arm 2 and the horn seat 12 along the second direction Y and is threadedly connected, at this time, the swing arm 2 is provided with a countersunk hole for the end of the positioning bolt 14 to sink into the swing arm 2.

[0046] It is worth noting that the horn seat 12 and the horn 1 are hinged through the connecting piece 13 to improve the assembly precision of the horn seat 12 and the horn 1, when the swing arm needs to be replaced, the swing arm 2 can be simply disassembled from the turning shaft 20 and the horn seat 12.

[0047] As shown in Figure 5As shown, the first abutting surface 121 and the second abutting surface 122 are arranged on the horn seat 12, and the center line of the first abutting surface 121 and the second abutting surface 122 is consistent with the kingpin axis of the front wheel 10. The first contact surface 111 and the second contact surface 112 are arranged on the mounting groove 11. When the horn seat 12 is located in the mounting groove 11, the first contact surface 111 is attached to the first abutting surface 121, and the second contact surface 112 is attached to the second abutting surface 122. The axis of the connecting piece 13 is consistent with the axis of the kingpin of the front wheel 10, so that the horn seat 12 rotates around the axis of the kingpin of the front wheel 10.

[0048] It is worth mentioning here that after the end wall of the horn seat 12 abuts against the inner wall of the mounting groove 11, when the swing arm 2 rotates around the rotating shaft 20, the swing arm 2 can drive the horn 1 and the front wheel 10 to jump up and down. The abutment of the end wall of the horn seat 12 and the inner wall of the mounting groove 11 can improve the accuracy of the installation of the horn seat 12.

[0049] Specifically, as shown in the figure, Figure 5 The connecting piece 13 includes a first bearing 131, a second bearing 132, a connecting screw 133, and a connecting nut 134. The first abutting surface 121 and the second abutting surface 122 of the horn seat 12 are provided with recesses recessed inwardly. The first bearing 131 and the second bearing 132 are respectively arranged in the recesses of the horn seat 12, and then the horn seat 12 is placed into the mounting groove 11. At this time, the connecting screw 133 is arranged along the direction of the kingpin axis of the front wheel 10 and passes through the horn 1 and the horn seat 12. At this time, the connecting nut 134 is threadedly connected with the connecting screw 133, so as to realize the rotational connection of the horn seat 12 and the horn 1.

[0050] It is worth mentioning that the longitudinal section of the horn seat 12 is in a transversely arranged T-shaped structure. The two end walls of the horn seat 12 abut against the inner wall of the mounting groove 11 in the horn 1, so as to bear the force applied in the height direction of the vehicle and support the vehicle frame 100.

[0051] Compared with the prior art that uses the upper swing arm 21 and the lower swing arm 22 to connect the horn 1 and the vehicle frame 100, the embodiment eliminates the components of the upper swing arm 21, solves the problem that when the traditional suspension is damaged, the upper swing arm 21 or the lower swing arm 22 needs to be replaced, and reduces the cost of later maintenance.

[0052] Under normal circumstances, as shown in the figure, Figure 1As shown, the upper swing arm 21 needs to be installed at the top of the horn 1, and the lower swing arm 22 needs to be installed at the bottom of the horn 1, and then the damping assembly 3 is installed between the upper swing arm 21 and the vehicle frame 100 or between the lower swing arm 22 and the vehicle frame 100. The simultaneous use of the upper swing arm 21 and the lower swing arm 22 occupies the installation space of the damping assembly 3, and cannot effectively reduce the overall center of gravity.

[0053] In this embodiment, the swing arm 2 is connected through the horn seat 12 and the mounting slot 11 of the horn 1, which optimizes the assembly process of the upper swing arm 21 and the lower swing arm 22, and reserves enough space for the damping assembly 3 to be installed.

[0054] In order to complete the installation of the swing seat 4, as shown, Figure 7 The vehicle frame 100 is provided with a bending plate 1003 extending in the first direction X towards the front direction of the vehicle, wherein the bending plate 1003 is in L shape and is connected with the vehicle frame 100, and the installation gap 1004 for inserting the swing seat 4 and opening upward is formed between the vehicle frame 100 and the bending plate 1003; Specifically, it includes a first through hole 1001 penetrating through the bending plate 1003 and the vehicle frame 100 along the first direction X, and the swing seat 4 is provided with a second through hole 43 arranged along the first direction X, when the swing seat 4 is installed, the swing seat 4 is inserted into the installation gap 1004, the first through hole 1001 is aligned with the second through hole 43, and then the rotating shaft 5 is sequentially inserted into the first through hole 1001 and the second through hole 43, so that the swing seat 4 can swing around the axis of the rotating shaft 5.

[0055] It is worth noting that in this embodiment, the rotating shaft 5 is installed on the center axis of the vehicle, and the center axis of the vehicle is arranged along the front-rear direction of the vehicle. The projection of the center axis of the vehicle on the ground is located between the two front wheels 10.

[0056] In this embodiment, two groups of damping assemblies 3 are provided, wherein the two groups of damping assemblies 3 are respectively located on both sides of the center axis, and each damping assembly 3 cooperates with one of the front wheels 10, thereby damping the front wheel 10.

[0057] In order to realize the installation of the two groups of damping assemblies 3, in this embodiment, as shown, Figure 6 and Figure 9As shown, the first connecting point 41 and the second connecting point 42 of the swing seat 4 are both provided with a through hole 45, wherein the through hole 45 is arranged along the height direction of the vehicle, and the damping assembly 3 comprises a shock absorber cylinder 31, a coil spring 32 and a positioning nut 34, wherein the shock absorber cylinder 31 is fixedly installed at the middle position of the swing arm 2, the middle position here refers to the part between the first end and the second end of the swing arm 2, the coil spring 32 is sleeved outside the shock absorber cylinder 31, one end of the coil spring 32 abuts against the shock absorber cylinder 31, and the other end of the coil spring 32 abuts against the bottom wall of the swing seat 4, wherein the damping rod 311 in the shock absorber cylinder 31 extends to the upper side of the swing seat 4 through the through hole 45, and the positioning nut 34 is threadedly connected with the damping rod 311, so as to realize the installation of the swing seat 4 and the shock absorber cylinder 31.

[0058] It is worth further explaining here that the damping rod 311 is in sliding connection with the inner wall of the shock absorber cylinder 31 along the axial direction of the shock absorber cylinder 31.

[0059] When the vehicle as a whole tilts, the swing seat 4 will stretch or press down the damping assembly 3 on both sides, therefore, in the embodiment, when the damping rod 311 passes through the through hole 45, a gap is left between the outer wall of the damping rod 311 and the inner wall of the through hole 45 for the swing of the swing seat 4, so that the swing seat 4 can compress the coil spring 32.

[0060] Further, in order to prevent the coil spring 32 from damaging the swing seat 4 and the shock absorber cylinder 31, in the embodiment, the damping assembly 3 further comprises a spring upper seat 33 and a spring lower seat 35, wherein the spring upper seat 33 and the spring lower seat 35 are sleeved outside the shock absorber cylinder 31, the coil spring 32 is installed between the spring upper seat 33 and the spring lower seat 35, the spring upper seat 33 abuts against the bottom wall of the swing seat 4, and when the swing seat 4 swings, the spring upper seat 33 can be pressed, so that the coil spring 32 is compressed, at this time, the spring upper seat 33 and the positioning nut 34 move relatively, so as to solve the problem that the top end of the damping assembly 3 hard contacts with the swing seat 4, causing the damping rod 311 to break.

[0061] Further, in the embodiment, the swing angle of the swing seat 4 needs to be limited, so as to prevent the swing seat 4 from swinging too large, causing the damping assembly 3 to be damaged, therefore, as shown in Figure 3 , Figure 6 and Figure 7 , the bending plate 1003 is provided with an arc-shaped groove 1002, wherein the center of the arc-shaped groove 1002 is located on the axis of the rotating shaft 5, and the limiting bolt 44 is threadedly connected with the swing seat 4 through the arc-shaped groove 1002, so as to realize the fixation of the limiting bolt 44 and the swing seat 4.

[0062] When the swing seat 4 swings to a certain angle, the peripheral wall of the limiting bolt 44 abuts against the inner wall of the arc-shaped groove 1002, thereby limiting the swing seat 4 from continuing to swing.

[0063] In order to realize synchronous steering of the dual front wheels 10, in this embodiment, as shown in FIG. Figure 10 As shown, the vehicle further includes a steering system 6 , wherein one end of the steering system 6 is connected to the handlebar, and the other end is connected to the horn 1 on the front wheel 10 , thereby being able to control the steering of the front wheel 10 .

[0064] Specifically, such as Figure 10 、 Figure 11 and Figure 12 As shown, the steering system 6 includes a steering guide cylinder 61, a steering shaft 62, a first steering knuckle arm 63, a second steering knuckle arm 65 and a reversing assembly 64, wherein the reversing assembly 64 is rotatably connected to the vehicle frame 100 around a rotation axis 641, wherein the direction of the rotation axis 641 is consistent with the height direction of the vehicle, and the reversing assembly 64 is provided with a first connection point 642 and a second connection point 643 symmetrical about the rotation axis 641, wherein the two ends of the first steering knuckle arm 63 are hinged to the first connection point 642 and the steering shaft 62 respectively, and the two ends of the second steering knuckle arm 65 are hinged to the second connection point 643 and the horn 1 respectively.

[0065] The steering guide cylinder 61 is fixedly mounted on the vehicle body through a support rod, the steering shaft 62 passes through the inner cavity of the steering guide cylinder 61 , and the steering shaft 62 is connected to the handlebar, wherein the peripheral wall of the steering shaft 62 is rotatably connected to the inner wall of the inner cavity of the steering guide cylinder 61 .

[0066] Specifically, such as Figure 14 As shown, two steering systems 6 are provided and are located on both sides of the axis of the steering shaft 62. The steering system 6 is connected to the horn 1 on the same side to drive the front wheel 10 on the same side to rotate.

[0067] Two ball head rods 621 extending axially along the steering shaft 62 are fixedly provided on the steering shaft 62 , wherein the ball head rods 621 are hinged to a ball head at one end of the first steering knuckle arm 63 .

[0068] With the above settings, Figure 12 As shown, after the steering shaft 62 is rotated by a certain angle through the handlebar, the ball head rod 621 will be driven to rotate around the axis of the steering shaft 62. At this time, the ball head rod 621 drives the reversing assembly 64 to rotate around the rotation axis 641 through the first steering knuckle arm 63, and then drives the clevis 1 to rotate through the second steering knuckle arm 65. At this time, the front wheel 10 adjusts the steering angle of the vehicle when the clevis 1 rotates.

[0069] Further, such as Figure 13 and Figure 14As shown, the reversing assembly 64 comprises a reversing shaft 644 and a reversing rod 645, wherein the reversing shaft 644 is rotatably connected with the frame 100 through a bearing, specifically, the axis of the reversing shaft 644 is arranged along the height direction of the vehicle, and the reversing rod 645 is horizontally arranged and fixedly installed on the reversing shaft 644, wherein the first connecting point 642 and the second connecting point 643 are located at two ends of the reversing rod 645.

[0070] In order to limit the steering angle of the front wheel 10, in the embodiment, as shown in Figure 13 As shown, the frame 100 is provided with a guide arc groove 647, wherein the center of the guide arc groove 647 is located on the axis of the reversing shaft 644, and it is worth noting that the axis of the reversing shaft 644 coincides with the rotation axis 641, and the first connecting point 642 is fixedly provided with a connecting rod 646 extending upward through the guide arc groove 647, wherein the connecting rod 646 is hingedly connected with the ball head of the first steering arm 63 on the same side, and when the peripheral wall of the connecting rod 646 abuts against the inner wall of the guide arc groove 647, the rotation of the front wheel 10 is limited.

[0071] Further, the two ends of the second steering arm 65 are connected with the horn 1 and the second connecting point 643 through ball hinges.

[0072] It is worth noting here that, as shown in Figure 10 The ball head rod 621 and the steering shaft 62 are located directly above the swing seat 4, when the vehicle is turning, the vehicle body tilts, the handle drives the front wheel 10 to steer, at this time, the swing seat 4 is easy to touch the ball head rod 621 in the swing process, therefore, the swing angle of the swing seat 4 is limited by the limiting bolt 44 and the arc-shaped groove 1002, so as to avoid the risk of touching between the ball head rod 621 and the swing seat 4.

[0073] It should be understood that the various forms of flow shown above can be used to reorder, add or delete steps. For example, the steps described in the present disclosure can be executed in parallel, sequentially or in different order, as long as the desired results of the technical solutions disclosed in the present application can be achieved, which is not limited herein.

[0074] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0075] The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A vehicle steering balancing system, comprising a vehicle frame (100) and front wheels (10) located on both sides of the vehicle frame (100), characterized in that: Claw (1), front wheel (10) is rotatably mounted on the claw (1); A swing arm (2), one end of the swing arm (2) is hinged to the horn (1), and the other end of the swing arm (2) is hinged to the vehicle frame (100); A swing seat (4), the swing seat (4) is rotatably connected to the vehicle frame (100) along a first direction (X) via a rotating shaft (5), and a first connection point (41) and a second connection point (42) are symmetrically provided on the swing seat (4) along the axis of the rotating shaft (5); The shock absorbing components (3) are provided in two groups and correspond to the front wheels (10) on both sides respectively. The bottoms of the two shock absorbing components (3) are respectively connected to the middle positions of the swing arms (2) on both sides, and the tops of the two shock absorbing components (3) are respectively connected to the first connection point (41) and the second connection point (42).

2. A vehicle steering balancing system according to claim 1, characterized in that: The swing arm (2) extends along a first direction (X) of the vehicle frame (100); the first end of the swing arm (2) is rotatably connected to the vehicle frame (100) via a rotating shaft (20); the rotating shaft (20) is arranged along a second direction (Y) of the vehicle frame (100); the first direction (X) is orthogonal to the second direction (Y); the second direction (Y) is parallel to the axis of the front wheel (10); the second end of the swing arm (2) is rotatably connected to the ram (1) along a third direction (Z); and the third direction (Z) coincides with the axis of the kingpin of the front wheel (10).

3. A vehicle steering balancing system according to claim 2, characterized in that: The ram's horn (1) is provided with a mounting groove (11) which is away from the front wheel (10) on the same side. A ram's horn seat (12) is provided in the mounting groove (11). The ram's horn seat (12) is mounted on the ram's horn (1) via a connecting piece (13). The axis of the connecting piece (13) coincides with the axis of the kingpin of the front wheel (10). The ram's horn seat (12) is detachably connected to the second end of the swing arm (2).

4. A vehicle steering balancing system according to claim 3, characterized in that: The ram horn seat (12) is provided with a first abutting surface (121) and a second abutting surface (122); the mounting groove (11) is provided with a first contact surface (111) and a second contact surface (112); when the ram horn seat (12) is installed in the mounting groove (11), the first abutting surface (121) contacts the first contact surface (111), and the second abutting surface (122) contacts the second contact surface (112).

5. A vehicle steering balancing system according to claim 1 or 4, characterized in that: A first through-hole (1001) is provided on the vehicle frame (100), and a second through-hole (43) is provided on the swing seat (4). When the swing seat (4) is installed, the first through-hole (1001) and the second through-hole (43) are aligned, and the rotating shaft (5) sequentially passes through the first through-hole (1001) and the second through-hole (43) and is installed on the vehicle frame (100).

6. The vehicle steering balancing system according to claim 5, characterized in that: The frame (100) is provided with an arc groove (1002) coaxial with the first through hole (1001); a limiting bolt (44) is fixedly installed on the swing seat (4); the limiting bolt (44) passes through the arc groove (1002) and is connected to the swing seat (4); the limiting bolt (44) swings around the axis of the first through hole (1001); the peripheral wall of the limiting bolt (44) abuts against the end wall of the arc groove (1002) to limit the swing angle of the swing seat (4).

7. The vehicle steering balancing system according to claim 1, characterized in that: Through holes (45) are provided at the positions of the first connecting point (41) and the second connecting point (42) of the swing seat (4). The shock absorbing assembly (3) comprises a shock absorber cylinder (31), a coil spring (32), and a positioning nut (34). The shock absorber cylinder (31) is fixedly mounted on the swing arm (2). The coil spring (32) is sleeved on the outside of the shock absorber cylinder (31). One end of the coil spring (32) abuts against the shock absorber cylinder (31), and the other end of the coil spring (32) abuts against the swing seat (4). A shock absorbing rod (311) of the shock absorber cylinder (31) passes through the through hole (45) and extends to the top of the swing seat (4). The positioning nut (34) is threadedly connected to the shock absorber rod (311).

8. A vehicle steering balancing system according to claim 1, 4 or 7, characterized in that: The invention comprises a steering system (6), wherein the steering system (6) comprises a steering shaft (62), a first steering knuckle arm (63), a reversing assembly (64), and a second steering knuckle arm (65). The reversing assembly (64) is rotatably mounted on a vehicle frame (100). The reversing assembly (64) is symmetrically provided with a first connection point (642) and a second connection point (643) around its rotation axis (641). The two ends of the first steering knuckle arm (63) are respectively hinged to the steering shaft (62) and the first connection point (642). The two ends of the second steering knuckle arm (65) are respectively hinged to the second connection point (643) and the horn (1).

9. The vehicle steering balancing system according to claim 8, characterized in that: The reversing assembly (64) includes a reversing shaft (644), a reversing rod (645) and a connecting rod (646). The reversing shaft (644) is installed on the vehicle frame (100) along the height direction of the vehicle frame (100). The reversing rod (645) is sleeved on the outside of the reversing shaft (644) and fixedly connected to the reversing shaft (644). Two groups of connecting rods (646) are provided and are fixedly installed on a first connection point (642) and a second connection point (643) respectively. A guide arc groove (647) is provided on the vehicle frame (100). The center of the guide arc groove (647) is located on the axis of the reversing shaft (644). The connecting rod (646) on the first connection point (642) passes through the guide arc groove (647) and swings around the axis of the reversing shaft (644) in the guide arc groove (647).

10. The vehicle steering balancing system according to claim 9, characterized in that: The ram's horn (1) and the connecting rod (646) on the second connection point (643) are both hinged to the ball head of the second steering knuckle arm (65); the connecting rod (646) and the steering shaft (62) on the first connection point (642) are both hinged to the ball head of the first steering knuckle arm (63).

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