The independent and non-independent suspensions of a vehicle are based on the principle of rotation and tilting mechanisms.

Abstract

The principle mechanism for the rotation and tilting of independent and non-independent suspensions in vehicles belongs to the technical field of chassis for three-wheeled or more vehicles. It solves the technical problem that the rotation and tilting of independent suspensions is still in a blank area, and that the non-independent suspension technology has not traditionally had mature, reliable and durable technology. To solve these technical problems, the key points of this invention are as follows: a central shaft is set to pass through the lower control arm and the E-axis sleeve with the front rotation motor set above it. A left swing shaft and a right swing shaft are set on both sides of the E-axis sleeve. These two are locked above the longitudinal shaft sleeves of the lower left and lower right front axles, respectively. A front rotation motor and a rear rotation motor are set to control the tilting of the chassis frame individually or jointly. A fan torsion mechanism and a foot-operated torsion mechanism are set to control the front and rear rotation motors simultaneously and independently.

Description

Technical Field

[0001] This invention belongs to the field of chassis mechanisms used in three-wheeled or more motor vehicles. Background Technology

[0002] Traditional vehicle suspensions are typically divided into independent suspensions with split axles and non-independent suspensions with single axles. Both can be applied to the front or rear wheel suspensions. Traditional rocker-type push-button switches are usually cylindrical or plate-shaped structures with "on" or "off" markings at both ends. The button has a hollow column inside, into which a central shaft fits. Pressing one side causes the other side to lift around the central shaft, controlling the circuit's on / off state. Located below the rocker is usually a semi-circular or arc-shaped spring, one end of which is connected to the rocker. When the rocker is pressed, the spring is compressed or stretched, causing the moving contact to engage or disengage from the fixed contact, thus controlling the circuit's on / off state. Rocker-type push-button switches also have several advantages: 1. They can be operated by simply pressing one end of the rocker. 1. Current circuit switching control is clear and precise, with fast response speed. 2. It is usually composed of mechanical parts without complex electronic components or software systems, reducing the risk of failure due to electronic faults, software faults, or network problems. It has high stability and long service life. 3. It generally adopts plug-in or screw-type wiring methods, making installation and replacement relatively simple. 4. The shell is usually made of flame-retardant materials with good insulation properties, which can effectively prevent electric shock or fire accidents, thus ensuring high safety. 5. Compared with intelligent switches or other complex types of switches, it is cheaper, has a high cost performance, and is suitable for large-scale applications. 6. It can work in a variety of environments, such as high temperature, low temperature, and humidity, with relatively low requirements for environmental conditions.

[0003] Currently, traditional double wishbone independent suspension mainly consists of an upper wishbone, a lower wishbone, a shock absorber, a steering knuckle, and steering tie rods. Both the upper and lower wishbones are connected to the steering knuckle via ball joints, although these ball joints can be replaced by 90-degree cross bearing assemblies. The lower end of the shock absorber is generally connected to the lower wishbone, and the upper end is connected to the chassis frame. The main wire names and functions of the traditional controller for the electric motor are as follows: 1. Thick red wire (connected to the positive terminal of the battery) and thick black wire (connected to the negative terminal of the power supply) in the power supply line; 2. Thick yellow wire (motor A-phase wire), thick green wire (motor B-phase wire), and thick blue wire (motor C-phase wire) in the motor wires; 3. Thin red wire (Hall power positive terminal) and thin black wire (Hall power negative terminal) in the Hall effect sensor wires. 1. Thin yellow wire (Hall A phase wire), thin green wire (Hall B phase wire), thin blue wire (Hall C phase wire); 4. Thin red wire (throttle positive terminal), thin black wire (throttle negative terminal), thin green wire (throttle signal wire) in the throttle cable; 5. High-level brake wire (high-level signal input during braking to cut off motor power), low-level brake wire (low-level signal input during braking to cut off motor power); 6. Thin orange wire (high-speed wire), thin green wire (low-speed wire), thin black wire (three-speed ground wire) in the three-speed wire; 7. Self-learning wire (can automatically learn motor parameters); 8. Electric switch wire (one end of the electric switch output wire is connected to the positive terminal of the power line, and the other end is connected to the electric switch wire). This invention is a development and improvement on the traditional method. Summary of the Invention

[0004] The purpose of this invention is to provide a mechanism for setting rotational tilt in independent and non-independent suspensions of vehicles. This mechanism is relatively simple, reliable, and not prone to delays, filling the gap in the field of rotational tilt in independent suspensions. The principle is to set up a rotating motor. When the vehicle turns left, the motor rotates counterclockwise, causing the vehicle body to tilt to the left. When turning right, the motor rotates clockwise, causing the vehicle body to tilt to the right. This makes it less likely for the vehicle to throw out of the curve when turning, which can increase driving safety and passenger comfort. Traditionally, the vehicle body state is controlled by the stiffness of the shock absorbers, which is obviously limited in scope, expensive, and prone to damage or high maintenance costs.

[0005] To address the existing technical problems, the technical solution of this invention is as follows: The independent and non-independent suspensions of a vehicle are equipped with a rotation and tilt mechanism, mainly comprising a chassis frame, shock absorbers, steering wheel, steering shaft, steering tie rod, steering knuckle, 90-degree cross bearing assembly, vertical shaft sleeve, longitudinal shaft, longitudinal screw, upper control arm, lower control arm, longitudinal bearing sleeve, vertical shaft, steering gear, left swing shaft, right swing shaft, motor bracket, mounting bracket, two springs, center shaft, A-axis sleeve, B-axis sleeve, C-axis sleeve, D-axis sleeve, two longitudinal locking screws, fan blades, gearbox A, controller A, controller B, torsion shaft, vertical tube, switch A, switch B, rocker push-button switch, moving contact, fixed contact, rocker, and bow spring. Bottom shaft, ball bearing, front rotary motor, rear rotary motor, gearbox B, universal joint, grooving shaft, grooving shaft sleeve, single rear axle, power cable, power supply, lower left front axle, lower right front axle, lower left rear axle, lower right rear axle, E-shaft sleeve, F longitudinal bearing sleeve, G longitudinal shaft sleeve, H longitudinal shaft sleeve, K longitudinal shaft sleeve, large sprocket, chain, small sprocket, vertical screw, switch C, switch D, foot-operated torsion mechanism, locking element, bottom shaft, lateral shaft sleeve, extension shaft, wiring A, wiring B, wiring C, wiring D, wiring E, wiring F, wiring G, wiring H, wiring K, wiring LA, wiring LB, wiring LC, wiring MA, wiring MB, wiring MC, lateral shaft, pulley A, pulley B, front wheel, rear wheel, wheel axle The components include a fan torsion mechanism, locking elements, throttle A, throttle B, throttle C, throttle D, foot pedals, shaft tubes, shaft sleeves, transverse shafts, and a double pulley torsion assembly. The steering knuckle comprises a vertical shaft and a wheel axle that intersect at 90-degree angles. The vertical shaft is locked to the wheel axle, which in turn locks the front wheel. The 90-degree cross bearing assembly includes a vertical shaft sleeve and a longitudinal shaft that intersect at 90-degree angles and are connected together. The vertical shaft sleeve locks the vertical shaft. In a double wishbone independent suspension for the front wheels, the longitudinal shaft in the 90-degree cross bearing assembly locked at the upper end of the vertical shaft locks the upper control arm, and the longitudinal shaft in the 90-degree cross bearing assembly locked at the lower end of the vertical shaft locks the lower control arm. The upper and lower control arms are identical and can be configured for both front and rear axles. The lower control arm's front axle includes a lower left front axle and a lower right front axle, and the lower control arm's rear axle includes a lower left rear axle and a lower right rear axle. Both the front and rear axles of the lower control arm consist of a longitudinal axle sleeve that locks the longitudinal axis at one end, a central axle tube, and an axle sleeve that locks the central axis at the other end. The longitudinal axle sleeves include F, G, H, and k longitudinal axle sleeves. The central axis axle sleeves include, from front to back, A, B, E, C, and D axle sleeves. The lower left front axle includes F and A longitudinal axle sleeves, the lower right front axle includes G and B longitudinal axle sleeves, the lower left rear axle includes H and C longitudinal axle sleeves, and the lower right rear axle includes K and D axle sleeves. The upper control arm's front and rear axles...They are all composed of a longitudinal shaft sleeve that locks onto the longitudinal shaft at one end, a middle shaft tube, and a shaft sleeve that locks onto the chassis frame at the other end. The lower left front axle, lower left rear axle, lower right front axle, and lower right rear axle form lower control arms with the central axle as the center line. The upper control arm is also symmetrical on both sides with the central axle as the center line. Currently, most mass-produced vehicles have similar split lower control arms in their independent suspension. The transverse shaft, which intersects the longitudinal central axle at a 90-degree angle, is locked to the chassis frame at both ends with a screw. The rear end of the central axle is also locked to the chassis frame. The lower end of the shock absorber is locked to the center line of the longitudinal shaft, and the upper end is locked to the chassis frame. The front wheels are connected to the central axle. With the centerline distributed on both sides of the vehicle frame, the steering wheel is locked to the frame. The upper end of the steering shaft is locked below the steering wheel, and the lower end is locked to the steering gear, which is fixed to the frame, via a universal joint. One end of the steering tie rod is locked to the steering gear, and the other end is locked to the steering knuckle. When the steering wheel is turned, it drives the steering shaft, which in turn drives the steering gear, which in turn drives the steering tie rod, which in turn drives the steering knuckle that locks the wheel. This allows the wheels to steer. The two front wheels can then move up and down around the centerline via the upper and lower control arms on the left and right sides without direct interference. This can be called a double wishbone independent suspension system for the front wheels.

[0006] To further explain, both ends of the central shaft are locked to the vehicle frame. The E-axis sleeve is positioned between the B-axis sleeve and the C-axis sleeve. One end of the left swing shaft is locked to the left side of the E-axis sleeve with a longitudinal screw, and the other end is also locked to the upper part of the F longitudinal axis sleeve with a longitudinal screw. One end of the right swing shaft is locked to the right side of the E-axis sleeve with a longitudinal screw, and the other end is also locked to the upper part of the G longitudinal axis sleeve with a longitudinal screw. In this way, the left and right swing shafts can swing with the swing of the upper and lower swing arms. Obviously, such swing does not directly interfere with the E-axis sleeve and the front rotary motor locked above it. The fixing bracket above the E-axis sleeve is locked to the motor bracket above it with screws at both ends. Two vertical screws are set at the center of the motor bracket locking the motor for adjusting the motor. The distance is such that the lower ends of the two springs are locked to the two sides of the motor frame, and the upper ends are locked to the body frame. In this way, when the left and right swing shafts swing up and down, the motor frame is relatively stable. The motor is divided into a front swing motor for independent front suspension and a rear swing motor for non-independent rear suspension. Both of these can control the body independently or jointly control the body frame. The large sprocket passed through by the central shaft is locked to the rear end of the E-shaft sleeve. The E-shaft sleeve is locked to the central shaft. The large sprocket is connected to the small sprocket on the front swing motor by a chain. In this way, the two vertical screws can adjust the tension of the chain, which can increase the torque and make the rotation force greater. It can be seen that the front swing motor controls the rotation, tilt and horizontal state of the body frame by using the two front wheels as fixed fulcrums through the left and right swing shafts.

[0007] Further explanation: The dual-pulley torsion assembly includes pulley A, pulley B, a torsion shaft, switches A, B, C, and D, and a vertical pipe. Switch A is connected to the reverse line H, switch B is connected to the reverse line C, switch C is connected to the forward line G, and switch D is connected to the forward line D. The motor's forward rotation is typically clockwise. The torsion shaft is horizontal and locked to the vertical shaft facing the vehicle's forward direction. Switches A and B, each connected to the reverse line, form a straight line parallel to the torsion shaft. Switches D and D... At point C, the straight line formed by the center points of these two switches is parallel to the torsion axis. The vertical tubes that enclose switches A and B are connected together and fixed to the outer edge of the vertical shaft. The vertical tubes that enclose switches C and D are also connected together and fixed to the outer edge of the vertical shaft. The torsion axis locks pulleys A and B. Switch A is located immediately to the lower left of pulley A, and switch D is located immediately to the lower right of pulley A. Switch B is located immediately to the lower left of pulley B, and switch C is located immediately to the lower right of pulley B. Thus, when the vertical shaft rotates... When the vertical shaft rotates, the torsion shaft can be twisted. When the torsion shaft twists to the left from the front, pulleys A and B simultaneously activate switches A and B, respectively. At this point, the front and rear rotary motors begin reverse rotation, causing the chassis to tilt to the left, i.e., inwards into the curve. When the torsion shaft returns to the front, pulleys A and B simultaneously activate switches A and B again, turning off both the front and rear rotary motors. The chassis is now horizontal. When the torsion shaft twists to the right... When the torsion shaft returns to the forward direction, pulleys A and B simultaneously activate switches D and C, causing the front and rear rotary motors to rotate clockwise. This allows the chassis to tilt to the right, i.e., inward. When the torsion shaft returns to the forward direction, pulleys A and B activate switches D and C, shutting down the front and rear rotary motors and leveling the chassis. Clearly, as the number of axles on the same chassis increases, the number of pulleys and the number of switches controlled by them can also be increased accordingly.

[0008] To further explain, the main circuitry of the controller used in brushless motors consists of: a thick red power supply wire (positive), a thick black power supply wire (negative), a thick yellow motor phase wire, a thick blue motor phase wire, five thinner Hall effect sensors, three thinner throttle cables, two thinner brake cables, three thinner three-speed cables, and a self-learning cable. Circuit A connects the thick red and thick black wires on controller A to the positive and negative power supply terminals respectively. Circuit B connects the thick red and thick black wires on controller B to the positive and negative power supply terminals respectively. Circuit C connects the reverse cable on controller A to the two contacts of switch A. Circuit D connects the power-off cable on controller A to the switch. Line B consists of three wires: Line E connects the three phase wires (thick yellow, thick green, and thick blue) on controller A to the motor phase wires of the front rotary motor according to their colors; Line F connects the five Hall effect wires on controller A to the Hall effect wires of the front rotary motor according to their colors; Line MC connects the three throttle wires on controller A, each branching out according to its color and then bundled together into two lines: one leading to throttle A (Line MA) and the other to throttle C (Line MB); Line LC connects the three three-speed wires on controller A, also branching out according to their colors and then bundled together into two lines: one leading to throttle A (Line LA) and the other to the... The connection of line LB to C has been experimentally proven to be effective. This connection allows for individual or combined speed adjustment by twisting the throttles A and C of the front motor. Clearly, the fan and pedal mechanisms can control the front motor individually or jointly. Line B consists of the thick red and black wires on controller B, which are respectively locked to the positive and negative terminals of the power supply. Line H is the reverse wire from controller B connected to switch B. Line G is the disconnect wire from controller B connected to switch C. Line K is the Hall effect wire from controller B connected to the rear motor. The three-wire throttle and three-speed shifter wires in controller B are also connected to the controller... The wiring method in section A is the same: the three-speed shift cable is branched by color and bundled together into two paths, one leading to throttle B and the other to throttle D. The three-wire throttle cable is also branched by color and bundled together into two paths, one leading to throttle B and the other to throttle D. With this wiring connection, throttle B and throttle D can be used individually or together to adjust the speed of the rear motor by twisting it at any time. Since throttle A and throttle D are locked to the same locking member, and throttle B and throttle C are also locked to the same locking member, when the front wheel turns, the front and rear motors can rotate simultaneously, causing the vehicle frame to tilt inward in the curve, achieving a more reliable and safer driving effect.

[0009] To further explain, the axle locking the rear wheels is a single rear axle, with no break in the middle. This is clearly a non-independent suspension mechanism. The front end of the bushing axle facing forward inserts into the bushing axle with some room for extension and retraction, while its rear end locks into the center of the rear axle. The front end of the universal joint locks onto the output shaft of gearbox B, while its rear end locks onto the front end of the bushing axle. The rear rotary motor, fixed to the chassis frame, is connected to gearbox B, also fixed to the chassis frame, to increase torque through gear shifting. Because the universal joint can swing freely 360 degrees, and the bushing axle also has a certain free extension and retraction range, it can achieve vertical movement of the rear wheels and horizontal tilting of the chassis frame. Obviously, this rotation and tilting principle mechanism is also applicable when the front axle is a non-independent suspension. When the rear axle is an independent suspension, the steering mechanism can be removed, retaining the left and right swing axles. Obviously, this rotation and tilting principle mechanism is also applicable. Currently, mass-produced traditional independent suspension axles are basically broken in the middle, so this invention can also be applied to these independent suspensions.

[0010] To further explain, the fan torsion mechanism mainly consists of a locking element, a transverse shaft, a fan, gearbox A, throttle A, and throttle D. The fan, composed of several blades, is fixed to the input shaft of gearbox A. The output shaft of gearbox A, fixed to the chassis frame, is engaged with the locking element via gears. Hall effect sensors in throttle A and throttle D are locked to the transverse shaft fixed to the chassis frame. The locking element connects and fixes the rotating handles in throttle A and throttle D together. The fan, through gearbox A, increases torque. Thus, because the fan is facing forward... In the forward direction, when the vehicle moves forward, it drives the fan, which in turn drives the gearbox A, which in turn drives the locking mechanism, which in turn drives the throttle A and throttle D. This allows for simultaneous control of the speed of the two rotating motors. Since traditional speed-sensitive motors have mature technology, they can also replace this fan torsion mechanism. However, speed-sensitive motors mainly consist of a motor, a reduction mechanism, sensors, and a control unit, making their structure relatively complex and expensive. They are also prone to delays. Obviously, the fan torsion mechanism, with its lower cost, simpler structure, higher reliability, and lower delay performance, is a better choice.

[0011] To further explain, the foot-operated throttle mechanism mainly consists of a locking component, a foot pedal, a bottom shaft, a transverse shaft sleeve, an extension tube, throttle B, and throttle C. The transverse shaft sleeve, fixed to the foot pedal, has a bearing seat on each side to lock the bottom shaft, which is locked to the chassis frame. The locking component, secured to the chassis frame, locks the rotating handles in throttle B and throttle C. The Hall effect sensors in throttle B and throttle C are locked to the extension tube fixed to the right side of the transverse shaft sleeve. Thus, when the foot pedal is pressed down, the transverse shaft sleeve rotates around the bottom shaft, thereby twisting the Hall effect sensors in throttle B and throttle C. This allows for simultaneous speed adjustment of the two rotating motors. The rocker-type torsion switch, locked to the vertical tube, includes switches A, B, C, and D. It mainly consists of a moving contact, a fixed contact, a bow spring, a rocker, a central shaft, and ball bearings. The rocker is made of insulated... Made of the same material, the rocker switch has a bow-shaped spring at the bottom center, one end of which is fixed above the ball bearing outer sleeve, and the other end connected to the rocker switch. The rocker switch has a hollow column inside, into which two ball bearings fit perfectly, and a central shaft is fitted. When one side of the rocker switch is pressed, the other side lifts around the central shaft, controlling the circuit's on / off state. When the rocker switch is pressed, the bow-shaped spring is compressed or stretched, causing the moving or fixed contacts to make or separate. These two contacts are used to lock the circuit. Traditional rocker switch push-button switches almost never use ball bearings to fit the central shaft, but this invention uses two ball bearings to fit the central shaft, which improves the switch's durability and high-speed performance. Pulleys A and B are used to press the rocker switch. Since the rocker switch is insulated and not energized, pulleys A and B are also never energized. This effectively reduces the rocker switch's coefficient of friction, thus effectively increasing the durability and safety of pulleys A and B.

[0012] In the diagram, the components are: 1. Body frame; 2. Shock absorber; 3. Steering wheel; 4. Steering shaft; 5. Steering tie rod; 6. Steering knuckle; 7. 90-degree cross bearing assembly; 8. Vertical shaft sleeve; 9. Longitudinal shaft; 10. Longitudinal bolt; 11. Upper control arm; 12. Lower control arm; 13. Longitudinal shaft sleeve; 14. Vertical shaft; 15. Steering gear; 16. Left swing shaft; 17. Right swing shaft; 18. Motor bracket; 19. Mounting bracket; 20. Two springs; 21. Center shaft; 22. A-axis sleeve; 23. B-axis sleeve; 24. C-axis sleeve; 25. D-axis sleeve; 26. Two transverse locking bolts. 28. Fan, A29. Gearbox, A30. Controller, B31. Torsion shaft, 32. Vertical tube, 33. Switch, A34. Switch, B35. Rocker push-button switch, 36. Moving contact, 37. Fixed contact, 38. Rocker, 39. Bow spring, 40. Central shaft, 41. Ball bearing, 42. Front rotary motor, 43. Rear rotary motor, 44. Gearbox, B45. Universal joint, 46. Groove shaft, 47. Groove shaft sleeve, 48. Single rear axle, 49. Power cable, 50. Power supply, 53. Lower left rear axle, 54. Lower right rear axle. Shaft 55, Lower left front shaft 56, Lower right front shaft 57, E shaft outer sleeve 58, F longitudinal shaft outer sleeve 59, G longitudinal shaft outer sleeve 60, H longitudinal shaft outer sleeve 61, K longitudinal shaft outer sleeve 62, Large sprocket 63, Chain 64, Small sprocket 65, Vertical screw 66, Switch C 67, Switch D 68, Foot-operated torsion mechanism 69, Locking element 70, Bottom shaft 71, Lateral shaft outer sleeve 72, Extending shaft 73, Circuit A 74, Circuit B 75, Circuit C 76, Circuit D 77, Circuit E 78, Circuit F 79, Circuit G 8 0, Line H81, Line K82, Line LA83, Line LB84, Line LC85, Line MA86, Line MB87, Line MC88, Lateral Shaft 91, Pulley A89, Pulley B90, Front Wheel 92, Rear Wheel 93, Wheel Axle 94, Fan Torque Mechanism 95, Locking Part 96, Throttle A97, Throttle C98, Throttle B99, Throttle D100, Foot Pedal 101, Positive Lateral Shaft 102, Shaft Tube 103, Double Pulley Torque Assembly 104, Shaft Outer Fitting 105.

[0013] Figure 1 A top view of the mechanism that sets up the rotation and tilting principle for independent and non-independent suspensions of a vehicle.

[0014] Figure 2 This is a front view of the basic principle mechanism of the front wheel double wishbone independent suspension in this invention.

[0015] Figure 3 This is a basic schematic diagram of the circuit layout for driving the front and rear rotating motors in this invention.

[0016] Figure 4 This is a top view of the basic principle mechanism of the 90-degree cross bearing assembly and the several rocker-type push-button switches in this invention.

[0017] Figure 5This is a front view of the basic principle mechanism of the 90-degree cross bearing assembly and the several rocker-type push-button switches in this invention.

[0018] Figure 6 This is a side view of the basic principle mechanism of the 90-degree cross bearing assembly and the setting of several rocker push-button switches in this invention.

[0019] Figure 7 This is a basic schematic diagram of the fan torsion mechanism in this invention.

[0020] Figure 8 This is a basic schematic diagram of the foot-operated torsion mechanism in this invention.

[0021] Figure 9 This is a schematic diagram illustrating the basic principle mechanism of the rocker push-button switch in this invention.

[0022] Figure 10 This is a basic schematic diagram of the left swing shaft, right swing shaft, and front rotating motor in this invention. Detailed Implementation

[0023] To further explain the technical solution of the present invention, specific examples are given below to illustrate the invention.

[0024] To address the existing technical problems, the technical solution of this invention is as follows: The independent and non-independent suspensions of a vehicle are equipped with a rotation and tilt mechanism, mainly comprising a chassis frame, shock absorbers, steering wheel, steering shaft, steering tie rod, steering knuckle, 90-degree cross bearing assembly, vertical shaft sleeve, longitudinal shaft, longitudinal screw, upper control arm, lower control arm, longitudinal bearing sleeve, vertical shaft, steering gear, left swing shaft, right swing shaft, motor bracket, mounting bracket, two springs, center shaft, A-axis sleeve, B-axis sleeve, C-axis sleeve, D-axis sleeve, two longitudinal locking screws, fan blades, gearbox A, controller A, controller B, torsion shaft, vertical tube, switch A, switch B, rocker push-button switch, moving contact, fixed contact, rocker, and bow spring. Bottom shaft, ball bearing, front rotary motor, rear rotary motor, gearbox B, universal joint, grooving shaft, grooving shaft sleeve, single rear axle, power cable, power supply, lower left front axle, lower right front axle, lower left rear axle, lower right rear axle, E-shaft sleeve, F longitudinal bearing sleeve, G longitudinal shaft sleeve, H longitudinal shaft sleeve, K longitudinal shaft sleeve, large sprocket, chain, small sprocket, vertical screw, switch C, switch D, foot-operated torsion mechanism, locking element, bottom shaft, lateral shaft sleeve, extension shaft, wiring A, wiring B, wiring C, wiring D, wiring E, wiring F, wiring G, wiring H, wiring K, wiring LA, wiring LB, wiring LC, wiring MA, wiring MB, wiring MC, lateral shaft, pulley A, pulley B, front wheel, rear wheel, wheel axle The components include a fan torsion mechanism, locking elements, throttle A, throttle B, throttle C, throttle D, foot pedals, shaft tubes, shaft sleeves, transverse shafts, and a double pulley torsion assembly. The steering knuckle comprises a vertical shaft and a wheel axle that intersect at 90-degree angles. The vertical shaft is locked to the wheel axle, which in turn locks the front wheel. The 90-degree cross bearing assembly includes a vertical shaft sleeve and a longitudinal shaft that intersect at 90-degree angles and are connected together. The vertical shaft sleeve locks the vertical shaft. In a double wishbone independent suspension for the front wheels, the longitudinal shaft in the 90-degree cross bearing assembly locked at the upper end of the vertical shaft locks the upper control arm, and the longitudinal shaft in the 90-degree cross bearing assembly locked at the lower end of the vertical shaft locks the lower control arm. The upper and lower control arms are identical and can be configured for both front and rear axles. The lower control arm's front axle includes a lower left front axle and a lower right front axle, and the lower control arm's rear axle includes a lower left rear axle and a lower right rear axle. Both the front and rear axles of the lower control arm consist of a longitudinal axle sleeve that locks the longitudinal axis at one end, a central axle tube, and an axle sleeve that locks the central axis at the other end. The longitudinal axle sleeves include F, G, H, and k longitudinal axle sleeves. The central axis axle sleeves include, from front to back, A, B, E, C, and D axle sleeves. The lower left front axle includes F and A longitudinal axle sleeves, the lower right front axle includes G and B longitudinal axle sleeves, the lower left rear axle includes H and C longitudinal axle sleeves, and the lower right rear axle includes K and D axle sleeves. The upper control arm's front and rear axles...They are all composed of a longitudinal shaft sleeve that locks onto the longitudinal shaft at one end, a middle shaft tube, and a shaft sleeve that locks onto the chassis frame at the other end. The lower left front axle, lower left rear axle, lower right front axle, and lower right rear axle form lower control arms with the central axle as the center line. The upper control arm is also symmetrical on both sides with the central axle as the center line. Currently, most mass-produced vehicles have similar split lower control arms in their independent suspension. The transverse shaft, which intersects the longitudinal central axle at a 90-degree angle, is locked to the chassis frame at both ends with a screw. The rear end of the central axle is also locked to the chassis frame. The lower end of the shock absorber is locked to the center line of the longitudinal shaft, and the upper end is locked to the chassis frame. The front wheels are connected to the central axle. With the centerline distributed on both sides of the vehicle frame, the steering wheel is locked to the frame. The upper end of the steering shaft is locked below the steering wheel, and the lower end is locked to the steering gear, which is fixed to the frame, via a universal joint. One end of the steering tie rod is locked to the steering gear, and the other end is locked to the steering knuckle. When the steering wheel is turned, it drives the steering shaft, which in turn drives the steering gear, which in turn drives the steering tie rod, which in turn drives the steering knuckle that locks the wheel. This allows the wheels to steer. The two front wheels can then move up and down around the centerline via the upper and lower control arms on the left and right sides without direct interference. This can be called a double wishbone independent suspension system for the front wheels.

[0025] To further explain, both ends of the central shaft are locked to the vehicle frame. The E-axis sleeve is positioned between the B-axis sleeve and the C-axis sleeve. One end of the left swing shaft is locked to the left side of the E-axis sleeve with a longitudinal screw, and the other end is also locked to the upper part of the F longitudinal axis sleeve with a longitudinal screw. One end of the right swing shaft is locked to the right side of the E-axis sleeve with a longitudinal screw, and the other end is also locked to the upper part of the G longitudinal axis sleeve with a longitudinal screw. In this way, the left and right swing shafts can swing with the swing of the upper and lower swing arms. Obviously, such swing does not directly interfere with the E-axis sleeve and the front rotary motor locked above it. The fixing bracket above the E-axis sleeve is locked to the motor bracket above it with screws at both ends. Two vertical screws are set at the center of the motor bracket locking the motor for adjusting the motor. The distance is such that the lower ends of the two springs are locked to the two sides of the motor frame, and the upper ends are locked to the body frame. In this way, when the left and right swing shafts swing up and down, the motor frame is relatively stable. The motor is divided into a front swing motor for independent front suspension and a rear swing motor for non-independent rear suspension. Both of these can control the body independently or jointly control the body frame. The large sprocket passed through by the central shaft is locked to the rear end of the E-shaft sleeve. The E-shaft sleeve is locked to the central shaft. The large sprocket is connected to the small sprocket on the front swing motor by a chain. In this way, the two vertical screws can adjust the tension of the chain, which can increase the torque and make the rotation force greater. It can be seen that the front swing motor controls the rotation, tilt and horizontal state of the body frame by using the two front wheels as fixed fulcrums through the left and right swing shafts.

[0026] Further explanation: The dual-pulley torsion assembly includes pulley A, pulley B, a torsion shaft, switches A, B, C, and D, and a vertical pipe. Switch A is connected to the reverse line H, switch B is connected to the reverse line C, switch C is connected to the forward line G, and switch D is connected to the forward line D. The motor's forward rotation is typically clockwise. The torsion shaft is horizontal and locked to the vertical shaft facing the vehicle's forward direction. Switches A and B, each connected to the reverse line, form a straight line parallel to the torsion shaft. Switches D and D... At point C, the straight line formed by the center points of these two switches is parallel to the torsion axis. The vertical tubes that enclose switches A and B are connected together and fixed to the outer edge of the vertical shaft. The vertical tubes that enclose switches C and D are also connected together and fixed to the outer edge of the vertical shaft. The torsion axis locks pulleys A and B. Switch A is located immediately to the lower left of pulley A, and switch D is located immediately to the lower right of pulley A. Switch B is located immediately to the lower left of pulley B, and switch C is located immediately to the lower right of pulley B. Thus, when the vertical shaft rotates... When the vertical shaft rotates, the torsion shaft can be twisted. When the torsion shaft twists to the left from the front, pulleys A and B simultaneously activate switches A and B, respectively. At this point, the front and rear rotary motors begin reverse rotation, causing the chassis to tilt to the left, i.e., inwards into the curve. When the torsion shaft returns to the front, pulleys A and B simultaneously activate switches A and B again, turning off both the front and rear rotary motors. The chassis is now horizontal. When the torsion shaft twists to the right... When the torsion shaft returns to the forward direction, pulleys A and B simultaneously activate switches D and C, causing the front and rear rotary motors to rotate clockwise. This allows the chassis to tilt to the right, i.e., inward. When the torsion shaft returns to the forward direction, pulleys A and B activate switches D and C, shutting down the front and rear rotary motors and leveling the chassis. Clearly, as the number of axles on the same chassis increases, the number of pulleys and the number of switches controlled by them can also be increased accordingly.

[0027] To further explain, the main circuitry of the controller used in brushless motors consists of: a thick red power supply wire (positive), a thick black power supply wire (negative), a thick yellow motor phase wire, a thick blue motor phase wire, five thinner Hall effect sensors, three thinner throttle cables, two thinner brake cables, three thinner three-speed cables, and a self-learning cable. Circuit A connects the thick red and thick black wires on controller A to the positive and negative power supply terminals respectively. Circuit B connects the thick red and thick black wires on controller B to the positive and negative power supply terminals respectively. Circuit C connects the reverse cable on controller A to the two contacts of switch A. Circuit D connects the power-off cable on controller A to the switch. Line B consists of three wires: Line E connects the three phase wires (thick yellow, thick green, and thick blue) on controller A to the motor phase wires of the front rotary motor according to their colors; Line F connects the five Hall effect wires on controller A to the Hall effect wires of the front rotary motor according to their colors; Line MC connects the three throttle wires on controller A, each branching out according to its color and then bundled together into two lines: one leading to throttle A (Line MA) and the other to throttle C (Line MB); Line LC connects the three three-speed wires on controller A, also branching out according to their colors and then bundled together into two lines: one leading to throttle A (Line LA) and the other to the... The connection of line LB to C has been experimentally proven to be effective. This connection allows for individual or combined speed adjustment by twisting the throttles A and C of the front motor. Clearly, the fan and pedal mechanisms can control the front motor individually or jointly. Line B consists of the thick red and black wires on controller B, which are respectively locked to the positive and negative terminals of the power supply. Line H is the reverse wire from controller B connected to switch B. Line G is the disconnect wire from controller B connected to switch C. Line K is the Hall effect wire from controller B connected to the rear motor. The three-wire throttle and three-speed shifter wires in controller B are also connected to the controller... The wiring method in section A is the same: the three-speed shift cable is branched by color and bundled together into two paths, one leading to throttle B and the other to throttle D. The three-wire throttle cable is also branched by color and bundled together into two paths, one leading to throttle B and the other to throttle D. With this wiring connection, throttle B and throttle D can be used individually or together to adjust the speed of the rear motor by twisting it at any time. Since throttle A and throttle D are locked to the same locking member, and throttle B and throttle C are also locked to the same locking member, when the front wheel turns, the front and rear motors can rotate simultaneously, causing the vehicle frame to tilt inward in the curve, achieving a more reliable and safer driving effect.

[0028] To further explain, the axle locking the rear wheels is a single rear axle, with no break in the middle. This is clearly a non-independent suspension mechanism. The front end of the bushing axle facing forward inserts into the bushing axle with some room for extension and retraction, while its rear end locks into the center of the rear axle. The front end of the universal joint locks onto the output shaft of gearbox B, while its rear end locks onto the front end of the bushing axle. The rear rotary motor, fixed to the chassis frame, is connected to gearbox B, also fixed to the chassis frame, to increase torque through gear shifting. Because the universal joint can swing freely 360 degrees, and the bushing axle also has a certain free extension and retraction range, it can achieve vertical movement of the rear wheels and horizontal tilting of the chassis frame. Obviously, this rotation and tilting principle mechanism is also applicable when the front axle is a non-independent suspension. When the rear axle is an independent suspension, the steering mechanism can be removed, retaining the left and right swing axles. Obviously, this rotation and tilting principle mechanism is also applicable. Currently, mass-produced traditional independent suspension axles are basically broken in the middle, so this invention can also be applied to these independent suspensions.

[0029] To further explain, the fan torsion mechanism mainly consists of a locking element, a transverse shaft, a fan, gearbox A, throttle A, and throttle D. The fan, composed of several blades, is fixed to the input shaft of gearbox A. The output shaft of gearbox A, fixed to the chassis frame, is engaged with the locking element via gears. Hall effect sensors in throttle A and throttle D are locked to the transverse shaft fixed to the chassis frame. The locking element connects and fixes the rotating handles in throttle A and throttle D together. The fan, through gearbox A, increases torque. Thus, because the fan is facing forward... In the forward direction, when the vehicle moves forward, it drives the fan, which in turn drives the gearbox A, which in turn drives the locking mechanism, which in turn drives the throttle A and throttle D. This allows for simultaneous control of the speed of the two rotating motors. Since traditional speed-sensitive motors have mature technology, they can also replace this fan torsion mechanism. However, speed-sensitive motors mainly consist of a motor, a reduction mechanism, sensors, and a control unit, making their structure relatively complex and expensive. They are also prone to delays. Obviously, the fan torsion mechanism, with its lower cost, simpler structure, higher reliability, and lower delay performance, is a better choice.

[0030] To further explain, the foot-operated throttle mechanism mainly consists of a locking component, a foot pedal, a bottom shaft, a transverse shaft sleeve, an extension tube, throttle B, and throttle C. The transverse shaft sleeve, fixed to the foot pedal, has a bearing seat on each side to lock the bottom shaft, which is locked to the chassis frame. The locking component, secured to the chassis frame, locks the rotating handles in throttle B and throttle C. The Hall effect sensors in throttle B and throttle C are locked to the extension tube fixed to the right side of the transverse shaft sleeve. Thus, when the foot pedal is pressed down, the transverse shaft sleeve rotates around the bottom shaft, thereby twisting the Hall effect sensors in throttle B and throttle C. This allows for simultaneous speed adjustment of the two rotating motors. The rocker-type torsion switch, locked to the vertical tube, includes switches A, B, C, and D. It mainly consists of a moving contact, a fixed contact, a bow spring, a rocker, a central shaft, and ball bearings. The rocker is made of insulated... Made of the same material, the rocker switch has a bow-shaped spring at the bottom center, one end of which is fixed above the ball bearing outer sleeve, and the other end connected to the rocker switch. The rocker switch has a hollow column inside, into which two ball bearings fit perfectly, and a central shaft is fitted. When one side of the rocker switch is pressed, the other side lifts around the central shaft, controlling the circuit's on / off state. When the rocker switch is pressed, the bow-shaped spring is compressed or stretched, causing the moving or fixed contacts to make or separate. These two contacts are used to lock the circuit. Traditional rocker switch push-button switches almost never use ball bearings to fit the central shaft, but this invention uses two ball bearings to fit the central shaft, which improves the switch's durability and high-speed performance. Pulleys A and B are used to press the rocker switch. Since the rocker switch is insulated and not energized, pulleys A and B are also never energized. This effectively reduces the rocker switch's coefficient of friction, thus effectively increasing the durability and safety of pulleys A and B.

[0031] The above examples and illustrations are not intended to limit the product form or style of this invention. Any appropriate changes or modifications made by those skilled in the art should be considered as not departing from the patent scope of this invention.

Claims

1. The mechanism for independent and non-independent suspension of a vehicle, which operates on the principle of rotation and tilt, mainly includes the chassis frame, shock absorbers, steering wheel, steering shaft, steering tie rod, steering knuckle, 90-degree cross bearing assembly, vertical shaft sleeve, longitudinal shaft, longitudinal bolt, upper control arm, lower control arm, longitudinal bearing sleeve, vertical shaft, steering gear, left swing shaft, right swing shaft, motor bracket, mounting bracket, two springs, center shaft, A-shaft sleeve, B-shaft sleeve, C-shaft sleeve, D-shaft sleeve, two longitudinal locking bolts, fan blades, gearbox A, controller A, controller B, torsion shaft, upright tube, switch A, switch B, rocker push-button switch, moving contact, fixed contact, rocker, bow spring, center shaft, ball bearing, front rotary motor, rear rotary motor, gearbox B, universal joint. Section, flower groove shaft, flower groove shaft sleeve, single rear axle, power cord, power supply, lower left front axle, lower right front axle, lower left rear axle, lower right rear axle, E shaft sleeve, F longitudinal bearing sleeve, G longitudinal shaft sleeve, H longitudinal shaft sleeve, K longitudinal shaft sleeve, large sprocket, chain, small sprocket, vertical screw, switch C, switch D, foot-operated torsion mechanism, locking component, bottom shaft, transverse shaft sleeve, extended shaft, wiring A, wiring B, wiring C, wiring D, wiring E, wiring F, wiring G, wiring H, wiring K, wiring LA, wiring LB, wiring LC, wiring MA, wiring MB, wiring MC, transverse shaft, pulley A, pulley B, front wheel, rear wheel, wheel axle, fan torsion mechanism, locking component, throttle A, throttle B, throttle C, throttle D, foot pedal, shaft tube The components include axle sleeves, transverse axles, and double pulley torsion assemblies. The steering knuckle comprises a vertical axle and a wheel axle that intersect at 90-degree angles. The vertical axle is locked to the wheel axle, which in turn locks the front wheels. The 90-degree cross bearing assembly includes a vertical axle sleeve and a longitudinal axle that intersect at 90-degree angles and are connected together. The vertical axle sleeve locks the vertical axle. In a double wishbone independent suspension for the front wheels, the longitudinal axle in the 90-degree cross bearing assembly locked at the upper end of the vertical axle locks the upper control arm. The longitudinal axle in the 90-degree cross bearing assembly locked at the lower end of the vertical axle locks the lower control arm. The upper and lower control arms are identical and can be configured with front and rear axles. The lower control arm's front axle includes a lower left front axle and a lower right front axle, and its rear axle includes a lower left rear axle and a lower right rear axle. Both the front and rear axles consist of a longitudinal axle sleeve that locks the longitudinal axis at one end, a middle axle tube, and an axle sleeve that locks the center axis at the other end. The longitudinal axle sleeves include F longitudinal axle sleeves, G longitudinal axle sleeves, H longitudinal axle sleeves, and k longitudinal axle sleeves. The center axis axle sleeves include A axle sleeves, B axle sleeves, E axle sleeves, C axle sleeves, and D axle sleeves, ordered from front to back. The lower left front axle includes F longitudinal axle sleeves and A axle sleeves, the lower right front axle includes G longitudinal axle sleeves and B axle sleeves, the lower left rear axle includes H longitudinal axle sleeves and C axle sleeves, and the lower right rear axle includes K axle sleeves and D axle sleeves. The front and rear axles in the upper control arm also consist of a longitudinal axle sleeve that locks the longitudinal axis at one end, a middle axle tube, and an axle sleeve that locks the body frame at the other end.The lower left front axle, lower left rear axle, lower right front axle, and lower right rear axle form the lower control arms with the central axle as the center line. The upper control arms are also symmetrical on both sides with the central axle as the center line. Currently, most mass-produced vehicles have similar split lower control arms in their independent suspension. The transverse axle, which intersects the longitudinal central axle at a 90-degree angle, is secured to the chassis frame at both ends with a bolt. The rear end of the central axle is also secured to the chassis frame. The lower end of the shock absorber is secured to the center line of the longitudinal axle, and the upper end is secured to the chassis frame. The front wheels are distributed on both sides of the chassis frame with the central axle as the center line. The steering wheel is secured to the chassis frame. On the frame, the upper end of the steering shaft is locked below the steering wheel, and the lower end is locked to the steering gear fixed to the vehicle frame via a universal joint. One end of the steering tie rod is locked to the steering gear, and the other end is locked to the steering knuckle. When the steering wheel is turned, it drives the steering shaft, which in turn drives the steering gear, which in turn drives the steering tie rod, which in turn drives the steering knuckle that locks the wheel. This allows the wheels to steer. The two front wheels can then move up and down around the central axis via the upper and lower control arms on the left and right sides without direct interference. This can be called a double wishbone independent suspension mechanism for the vehicle's front wheels.

2. The mechanism for rotating and tilting independent and non-independent suspension of a vehicle as described in claim 1, characterized in that: To further explain, both ends of the central shaft are locked to the vehicle frame. The E-axis sleeve is positioned between the B-axis sleeve and the C-axis sleeve. One end of the left swing shaft is locked to the left side of the E-axis sleeve with a longitudinal screw, and the other end is also locked to the upper part of the F longitudinal axis sleeve with a longitudinal screw. One end of the right swing shaft is locked to the right side of the E-axis sleeve with a longitudinal screw, and the other end is also locked to the upper part of the G longitudinal axis sleeve with a longitudinal screw. In this way, the left and right swing shafts can swing with the swing of the upper and lower swing arms. Obviously, such swing does not directly interfere with the E-axis sleeve and the front rotary motor locked above it. The fixing bracket above the E-axis sleeve is locked to the motor bracket above it with screws at both ends. Two vertical screws are set at the center of the motor bracket locking the motor for adjusting the motor. The distance is such that the lower ends of the two springs are locked to the two sides of the motor frame, and the upper ends are locked to the body frame. In this way, when the left and right swing shafts swing up and down, the motor frame is relatively stable. The motor is divided into a front swing motor for independent front suspension and a rear swing motor for non-independent rear suspension. Both of these can control the body independently or jointly control the body frame. The large sprocket passed through by the central shaft is locked to the rear end of the E-shaft sleeve. The E-shaft sleeve is locked to the central shaft. The large sprocket is connected to the small sprocket on the front swing motor by a chain. In this way, the two vertical screws can adjust the tension of the chain, which can increase the torque and make the rotation force greater. It can be seen that the front swing motor controls the rotation, tilt and horizontal state of the body frame by using the two front wheels as fixed fulcrums through the left and right swing shafts.

3. The mechanism for rotating and tilting independent and non-independent suspension of a vehicle as described in claim 2, characterized in that: Further explanation: The dual-pulley torsion assembly includes pulley A, pulley B, a torsion shaft, switches A, B, C, and D, and a vertical pipe. Switch A is connected to the reverse line H, switch B is connected to the reverse line C, switch C is connected to the forward line G, and switch D is connected to the forward line D. The motor's forward rotation is typically clockwise. The torsion shaft is horizontal and locked to the vertical shaft facing the vehicle's forward direction. Switches A and B, each connected to the reverse line, form a straight line parallel to the torsion shaft. Switches D and D... At point C, the straight line formed by the center points of these two switches is parallel to the torsion axis. The vertical tubes that enclose switches A and B are connected together and fixed to the outer edge of the vertical shaft. The vertical tubes that enclose switches C and D are also connected together and fixed to the outer edge of the vertical shaft. The torsion axis locks pulleys A and B. Switch A is located immediately to the lower left of pulley A, and switch D is located immediately to the lower right of pulley A. Switch B is located immediately to the lower left of pulley B, and switch C is located immediately to the lower right of pulley B. Thus, when the vertical shaft rotates... When the vertical shaft rotates, the torsion shaft can be twisted. When the torsion shaft twists to the left from the front, pulleys A and B simultaneously activate switches A and B, respectively. At this point, the front and rear rotary motors begin reverse rotation, causing the chassis to tilt to the left, i.e., inwards into the curve. When the torsion shaft returns to the front, pulleys A and B simultaneously activate switches A and B again, turning off both the front and rear rotary motors. The chassis is now horizontal. When the torsion shaft twists to the right... When the torsion shaft returns to the forward direction, pulleys A and B simultaneously activate switches D and C, causing the front and rear rotary motors to rotate clockwise. This allows the chassis to tilt to the right, i.e., inward. When the torsion shaft returns to the forward direction, pulleys A and B activate switches D and C, shutting down the front and rear rotary motors and leveling the chassis. Clearly, as the number of axles on the same chassis increases, the number of pulleys and the number of switches controlled by them can also be increased accordingly.

4. The mechanism for rotating and tilting independent and non-independent suspension of a vehicle as described in claim 3, characterized in that: To further explain, the main circuitry of the controller used in brushless motors consists of: a thick red power supply wire (positive), a thick black power supply wire (negative), a thick yellow motor phase wire, a thick blue motor phase wire, five thinner Hall effect sensors, three thinner throttle cables, two thinner brake cables, three thinner three-speed cables, and a self-learning cable. Circuit A connects the thick red and thick black wires on controller A to the positive and negative power supply terminals respectively. Circuit B connects the thick red and thick black wires on controller B to the positive and negative power supply terminals respectively. Circuit C connects the reverse cable on controller A to the two contacts of switch A. Circuit D connects the power-off cable on controller A to the switch. Line B consists of three wires: Line E connects the three phase wires (thick yellow, thick green, and thick blue) on controller A to the motor phase wires of the front rotary motor according to their colors; Line F connects the five Hall effect wires on controller A to the Hall effect wires of the front rotary motor according to their colors; Line MC connects the three throttle wires on controller A, each branching out according to its color and then bundled together into two lines: one leading to throttle A (Line MA) and the other to throttle C (Line MB); Line LC connects the three three-speed wires on controller A, also branching out according to their colors and then bundled together into two lines: one leading to throttle A (Line LA) and the other to the... The connection of line LB to C has been experimentally proven to be effective. This connection allows for individual or combined speed adjustment by twisting the throttles A and C of the front motor. Clearly, the fan and pedal mechanisms can control the front motor individually or jointly. Line B consists of the thick red and black wires on controller B, which are respectively locked to the positive and negative terminals of the power supply. Line H is the reverse wire from controller B connected to switch B. Line G is the disconnect wire from controller B connected to switch C. Line K is the Hall effect wire from controller B connected to the rear motor. The three-wire throttle and three-speed shifter wires in controller B are also connected to the controller... The wiring method in section A is the same: the three-speed shift cable is branched by color and bundled together into two paths, one leading to throttle B and the other to throttle D. The three-wire throttle cable is also branched by color and bundled together into two paths, one leading to throttle B and the other to throttle D. With this wiring connection, throttle B and throttle D can be used individually or together to adjust the speed of the rear motor by twisting it at any time. Since throttle A and throttle D are locked to the same locking member, and throttle B and throttle C are also locked to the same locking member, when the front wheel turns, the front and rear motors can rotate simultaneously, causing the vehicle frame to tilt inward in the curve, achieving a more reliable and safer driving effect.

5. The mechanism for rotating and tilting independent and non-independent suspension of a vehicle as described in claim 4, characterized in that: To further explain, the axle locking the rear wheels is a single rear axle, with no break in the middle. This is clearly a non-independent suspension mechanism. The front end of the bushing axle facing forward inserts into the bushing axle with some room for extension and retraction, while its rear end locks into the center of the rear axle. The front end of the universal joint locks onto the output shaft of gearbox B, while its rear end locks onto the front end of the bushing axle. The rear rotary motor, fixed to the chassis frame, is connected to gearbox B, also fixed to the chassis frame, to increase torque through gear shifting. Because the universal joint can swing freely 360 degrees, and the bushing axle also has a certain free extension and retraction range, it can achieve vertical movement of the rear wheels and horizontal tilting of the chassis frame. Obviously, this rotation and tilting principle mechanism is also applicable when the front axle is a non-independent suspension. When the rear axle is an independent suspension, the steering mechanism can be removed, retaining the left and right swing axles. Obviously, this rotation and tilting principle mechanism is also applicable. Currently, mass-produced traditional independent suspension axles are basically broken in the middle, so this invention can also be applied to these independent suspensions.

6. The mechanism for rotating and tilting independent and non-independent suspension of a vehicle as described in claim 5, characterized in that: To further explain, the fan torsion mechanism mainly consists of a locking element, a transverse shaft, a fan, gearbox A, throttle A, and throttle D. The fan, composed of several blades, is fixed to the input shaft of gearbox A. The output shaft of gearbox A, fixed to the chassis frame, is engaged with the locking element via gears. Hall effect sensors in throttle A and throttle D are locked to the transverse shaft fixed to the chassis frame. The locking element connects and fixes the rotating handles in throttle A and throttle D together. The fan, through gearbox A, increases torque. Thus, because the fan is facing forward... In the forward direction, when the vehicle moves forward, it drives the fan, which in turn drives the gearbox A, which in turn drives the locking mechanism, which in turn drives the throttle A and throttle D. This allows for simultaneous control of the speed of the two rotating motors. Since traditional speed-sensitive motors have mature technology, they can also replace this fan torsion mechanism. However, speed-sensitive motors mainly consist of a motor, a reduction mechanism, sensors, and a control unit, making their structure relatively complex and expensive. They are also prone to delays. Obviously, the fan torsion mechanism, with its lower cost, simpler structure, higher reliability, and lower delay performance, is a better choice.

7. The mechanism for rotating and tilting independent and non-independent suspension of a vehicle as described in claim 6, characterized in that: Further explanation: The foot-operated throttle mechanism mainly consists of a locking component, foot pedal, bottom shaft, transverse shaft sleeve, extension tube, throttle B, and throttle C. The transverse shaft sleeve, fixed to the foot pedal, has a bearing seat on each side to lock the bottom shaft, which is locked to the chassis frame. The locking component, locked to the chassis frame, locks the rotating handles in throttle B and throttle C. The Hall effect sensors in throttle B and throttle C are locked to the extension tube fixed to the right side of the transverse shaft sleeve. Thus, when the foot pedal is pressed down, the transverse shaft sleeve rotates around the bottom shaft, thereby twisting the Hall effect sensors in throttle B and throttle C. This allows for simultaneous speed adjustment of the two rotating motors. The rocker-type torsion switch, locked to the vertical tube, includes switches A, B, C, and D. It mainly consists of a moving contact, a fixed contact, a bow spring, a rocker, a central shaft, and ball bearings. The rocker is made of insulating material... Made of insulating material, the rocker switch has a bow-shaped spring at the bottom center, one end of which is fixed above the ball bearing outer sleeve, and the other end connected to the rocker switch. The rocker switch has a hollow column inside, into which two ball bearings fit, and a central shaft is fitted. When one side of the rocker switch is pressed, the other side lifts around the central shaft, controlling the circuit's on / off state. When the rocker switch is pressed, the bow-shaped spring is compressed or stretched, causing the moving or fixed contacts to engage or disengage. These two contacts are used to lock the circuit. Traditional rocker switch push-button switches almost never use ball bearings to fit the central shaft, but this invention uses two ball bearings to fit the central shaft, which improves the switch's durability and high-speed performance. Pulleys A and B are used to press the rocker switch. Since the rocker switch is insulated and not energized, pulleys A and B are also never energized, effectively reducing the rocker switch's coefficient of friction and thus significantly increasing the durability and safety of pulleys A and B.

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