A drive and damping decoupled active roll mechanism and vehicle

Abstract

This invention relates to the field of vehicle chassis technology, specifically to an active roll mechanism and vehicle with decoupled drive and damping. The mechanism includes a frame, symmetrically arranged upper suspension control arms, A-type lower suspension control arms, shock absorbers, actuator arms, rigid connecting rods, and a drive unit composed of a drive gear and a sector-shaped driven gear. The A-type lower suspension control arm has a front lug and a rear lug, rotatably connected to the frame via two inner hinge points; the upper end of the shock absorber is hinged to the frame, and the lower end is hinged to the front lug, forming a damping path; the drive gear drives the sector-shaped driven gear fixed on the actuator arm, the bottom of which is hinged to the frame, and the top of which is hinged to the rear lug via a rigid connecting rod, forming a rigid drive path independent of the damping path, so that the roll driving force completely bypasses the shock absorber. The upper suspension control arms and the steering tie rod form a parallelogram mechanism, enabling independent control of steering and roll movements.

Description

Technical Field

[0001] This invention belongs to the field of vehicle chassis technology, specifically relating to an active roll mechanism and vehicle with decoupled drive and shock absorption. Background Technology

[0002] Active roll control technology is an important means of improving the cornering stability, rollover resistance, and traffic safety of narrow-body vehicles. This technology controls the vehicle body to actively tilt towards the inside of the curve when turning, generating a balancing torque to counteract centrifugal force, thereby maintaining a stable driving posture.

[0003] Existing active roll vehicle technologies mainly fall into two categories: one is the independent roll mechanism, where actuators directly drive the body to rotate relative to the chassis. This method is relatively simple in structure, but the body roll motion is independent of the wheel suspension motion, making it difficult to precisely control the roll response and resulting in poor ride comfort and safety. The other category is the body-wheel linked roll mechanism, which uses a complex suspension system to make the wheels tilt synchronously when the body rolls, achieving better stability and safety.

[0004] In the field of vehicle body and wheel-linked roll technology, those skilled in the art have proposed various solutions. For example, Chinese patents CN109625086B and CN109625088B disclose devices that link the roll mechanism with the steering mechanism and achieve independent control of steering and roll with dual degrees of freedom by means of stabilizer bars, ball joints, or cross shafts. Although these solutions achieve functional decoupling, their transmission chains are complex, and the roll driving force still needs to be transmitted to the wheels through the shock absorbers. The inherent nonlinearity and hysteresis of the shock absorber's spring damping system inevitably affect the roll response speed and accuracy.

[0005] Another, more similar prior art, such as the vehicle active roll mechanism disclosed in Chinese patent CN118342929A, employs a series transmission path of drive motor-gear rack-roll drive slider-connecting slider-actuated swing arm-shock absorber-suspension control arm. Its roll drive force must be entirely transmitted to the suspension control arm via the shock absorber to push the wheels and achieve roll. This solution has the following technical drawbacks in practical applications: First, the roll response exhibits hysteresis and nonlinearity. Because the driving force needs to overcome the preload and damping force of the shock absorber springs, the real-time performance and accuracy of the roll action are significantly affected. Especially in high-speed cornering conditions that require rapid and large-angle roll, the response delay may weaken the anti-rollover effect of active roll.

[0006] Secondly, shock absorbers operate under harsh conditions, limiting their lifespan. In addition to bearing vertical vibration loads, shock absorbers also need to transmit lateral tilting forces and withstand the resulting complex lateral bending moments, leading to increased risk of damage to their sealing structure, increased oil leakage, and shortened service life.

[0007] Third, the transmission structure is complex and costly. To achieve steering and transmission of driving force, multiple independent moving parts such as sliders, slide rails, and racks are required, which not only increases the number of parts and assembly costs, but also introduces additional friction and movement clearance.

[0008] Fourth, there is a lack of safety redundancy. In a series drivetrain architecture, if the shock absorber fails, such as jamming or loss of damping, the entire roll force transmission path is interrupted, and the vehicle body will lose its active roll capability, potentially leading to a rollover hazard in corners. Existing solutions typically require additional complex mechanical locking mechanisms to address this, further increasing system complexity and cost. Summary of the Invention

[0009] This invention aims to eliminate the interference of the shock absorber on the transmission of driving force in the active roll mechanism, solve the problems of response lag and nonlinearity, improve the stress conditions of the shock absorber, and solve the problem of easy damage. It proposes an active roll mechanism and vehicle with decoupled drive and shock absorption, establishes a rigid drive path independent of the shock absorption path, realizes the physical separation and parallel redundancy of roll driving force and vertical shock absorption function, simplifies the transmission structure, and improves the redundancy safety of the system.

[0010] To achieve the above objectives, the present invention provides an active roll mechanism with decoupled drive and damping, comprising a frame, an upper suspension cross arm symmetrically arranged on both sides of the frame, an A-type lower suspension cross arm, a shock absorber, an actuator arm, a rigid connecting rod, and a gear-sector gear drive unit.

[0011] The type A lower suspension crossarm has a front lug and a rear lug, and is rotatably connected to the vehicle frame through two inner end hinge points, and its outer end is connected to the steering knuckle.

[0012] The upper suspension cross arm has its inner end rotatably connected to the vehicle frame and its outer end connected to the steering knuckle.

[0013] The shock absorber is hinged at the upper end to the vehicle frame and at the lower end to the front lug of the A-type lower suspension cross arm, forming an independent and parallel shock absorption path.

[0014] The gear-sector gear drive unit includes a drive gear driven by a drive motor and a sector driven gear meshing with the drive gear; the sector driven gear is fixed on the actuator arm.

[0015] The actuator arm is hinged to the vehicle frame at its bottom.

[0016] The rigid connecting rod is hinged at one end to the top of the actuator arm and at the other end to the rear lug of the A-type lower suspension control arm, forming a rigid drive path independent of the damping path. The roll drive force acts directly on the A-type lower suspension control arm through this rigid path, completely bypassing the shock absorber.

[0017] The upper suspension crossarm on each side, together with the corresponding hinge points on the steering tie rod, the frame, and the steering knuckle on the same side, constitute a first parallelogram mechanism; the upper suspension crossarm, the A-type lower suspension crossarm, the frame, and the corresponding hinge points on the steering knuckle constitute a second parallelogram mechanism; through the geometric constraints of the first and second parallelogram mechanisms, independent control of steering motion and roll motion is achieved.

[0018] Preferably, the two inner end hinge points of the type A lower suspension cross arm are arranged at intervals along the longitudinal direction of the vehicle to provide longitudinal stiffness.

[0019] Preferably, the front ear seat is located in the middle of the A-type lower suspension cross arm, and the rear ear seat is located on the A-type lower suspension cross arm near the steering knuckle.

[0020] Preferably, the shock absorber includes an upper support, a lower support, and a coil spring; the upper support is hinged to the vehicle frame, the lower support is hinged to the front lug of the A-type lower suspension cross arm, and the upper and lower supports are slidably connected; the coil spring is fitted onto the upper or lower support and abuts against the upper and lower supports.

[0021] Preferably, the axis of the shock absorber forms an angle with the vertical direction, and the shock absorbers on the left and right sides are arranged in a figure-eight shape with their upper ends close to each other and their lower ends far apart.

[0022] Preferably, the rigid connecting rod is provided with rod end joint bearings at both ends.

[0023] Preferably, the drive motor is fixed to the vehicle frame by a motor bracket, and the motor bracket is provided with a strip-shaped mounting hole for adjusting the meshing clearance between the drive gear and the sector driven gear.

[0024] Preferably, the actuator arm is a non-extendable rigid component.

[0025] More preferably, the active roll mechanism further includes a steering control mechanism, which includes: a steering guide rail, a steering rack, a steering gear, and a steering tie rod; the steering guide rail is fixed to the vehicle frame and arranged laterally along the vehicle body; the steering rack is slidably connected to the steering guide rail via a steering slider; the steering gear is mounted on the steering shaft and meshes with the steering rack; the middle part of the steering tie rod is fixedly connected to the steering slider, the steering slider is fixedly connected to the steering rack, and the two ends of the steering tie rod are respectively connected to the left steering tie rod and the right steering tie rod.

[0026] On the other hand, the present invention also provides a narrow-body tilting vehicle, comprising an active tilting mechanism with decoupled drive and damping as described in any of the preceding claims.

[0027] Compared with the prior art, the beneficial effects of the present invention are as follows: First, the driving force is transmitted directly and responds quickly. The driving force is transmitted through a rigid path of "driving gear - sector driven gear - actuator arm - rigid connecting rod - A-type lower suspension cross arm", directly reaching the A-type lower suspension cross arm, completely bypassing the shock absorber, eliminating the interference of springs and dampers, and making the roll action more rapid and precise.

[0028] Secondly, the lifespan of the shock absorber is extended. The shock absorber only bears the vertical vibration load and no longer bears the lateral bending moment caused by the tilting driving force. The stress condition is fundamentally improved, significantly reducing the risk of oil leakage and extending the service life.

[0029] Third, the structure is simplified and the cost is reduced. The fixed connection between the sector gear and the actuator arm, as well as the direct drive of the rigid connecting rod, replaces the complex slider, slide rail and rack mechanism in the existing technology, reducing the number of parts, manufacturing costs and friction loss.

[0030] Fourth, inherent safety redundancy. The rigid drive link and shock absorber are physically independent and connected in parallel, forming a redundant support and drive relationship. In the event of non-jamming failures such as loss of damping, spring breakage, or reduced support force in the shock absorber, the rigid link and actuator arm can still independently drive the roll, maintaining active roll function; even if the drive system fails, the shock absorber can still provide passive suspension support, preventing the vehicle from completely losing control. The parallel connection of the two ensures basic vehicle safety in most common failure modes without the need for additional mechanical locking mechanisms.

[0031] Fifth, steering and roll are completely decoupled. The parallelogram geometry formed by the upper suspension lateral arm and the steering tie rod ensures that the wheel steering angle is not affected by the body roll, guaranteeing the vehicle's handling stability under any roll conditions.

[0032] Sixth, the active tilting mechanism and vehicle with decoupled drive and shock absorption provided by this invention have a compact structure, fast response, and high reliability. They can be widely used in narrow-body vehicles such as urban commuter vehicles, logistics delivery vehicles, elderly assistance vehicles, and special operation vehicles, and have significant industrial practical value. Attached Figure Description

[0033] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will now be described in detail with reference to the accompanying drawings, wherein... Figure 1 This is a front view of the overall structure of the present invention; Figure 2 This is a side view of the overall structure of the present invention; Figure 3 This is a rear view of the overall structure of the present invention; Figure 4 This is a partial schematic diagram of the steering mechanism; Figure 5This is a simplified structural diagram of the vehicle's active tilt mechanism.

[0034] Reference numerals: 1-Right wheel; 2-Right steering knuckle; 3-Right upper suspension control arm; 4-Right shock absorber; 5-Right rigid link; 6-Left rigid link; 7-Left shock absorber; 8-Left upper suspension control arm; 9-Left steering knuckle; 10-Left wheel; 11-Left A-type lower suspension control arm; 12-Left front lug; 13-Left steering tie rod; 14-Chassis; 15-Right steering tie rod; 16-Right front lug; 17-Right A-type lower suspension control arm; 18-Actuating arm; 19-Drive gear; 20-Motor bracket; 21-Drive motor; 22-Sector driven gear; 23-Steering slider; 24-Steering guide rail; 25-Steering rack; 26-Steering gear; 27-Steering tie rod; 28-Right rear lug; 29-Left rear lug. Detailed Implementation

[0035] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0036] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures, and should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0037] Example 1 1. Overall Structure Description This embodiment provides an active roll mechanism with decoupled drive and damping, including a frame 14 and suspension, damping, and drive components symmetrically arranged on the left and right sides of the frame 14. For the overall structure of this invention, please refer to [link / reference needed]. Figures 1-3 The front view, side view, and rear view are shown.

[0038] Taking the left side of the vehicle as an example, the mechanism includes a left upper suspension control arm 8 and a left A-type lower suspension control arm 11. The inner end of the left upper suspension control arm 8 is connected to the frame 14 via a revolute joint (such as a rubber bushing or ball joint), and its outer end is connected to the left steering knuckle 9 via a ball joint. The left A-type lower suspension control arm 11 is provided with a left front lug 12 and a left rear lug 29, respectively. Its two inner end hinge points are arranged at intervals along the longitudinal direction of the vehicle and are connected to the frame 14 via a revolute joint to provide longitudinal stiffness and bear longitudinal force, eliminating the need for an additional longitudinal thrust rod. The outer end of the left A-type lower suspension control arm 11 is connected to the left steering knuckle 9 via a ball joint.

[0039] The structure on the right side of the vehicle is symmetrical to that on the left side, including the upper right suspension arm 3, the lower right A-type suspension arm 17, the right steering knuckle 2, the right front lug 16, and the right rear lug 28.

[0040] 2. Vibration damping path (parallel first path) The upper end of the left shock absorber 7 is hinged to the frame 14 via a rotating joint, and the lower end of the left shock absorber 7 is hinged to the left front lug 12 of the left A-type lower suspension control arm 11 via a rotating joint. The upper end of the right shock absorber 4 is hinged to the frame 14 via a rotating joint, and the lower end of the right shock absorber 4 is hinged to the right front lug 16 of the right A-type lower suspension control arm 17 via a rotating joint.

[0041] The axes of the left shock absorber 7 and the right shock absorber 4 form an angle with the vertical direction, and the shock absorbers on both sides are arranged in a V-shape, with their upper ends close to each other and their lower ends far apart. This arrangement helps to optimize the force direction of the shock absorbers during roll and reduce the lateral bending moment component. The left shock absorber 7 and the right shock absorber 4 each independently include an upper support, a lower support, and a coil spring. The upper and lower supports are slidably connected, and the spring is fitted onto either the upper or lower support, providing vertical damping force. This damping path only serves to buffer and dampen vertical wheel bounce and does not participate in the transmission of roll driving force.

[0042] 3. Rigid drive path (parallel second path) This embodiment features a rigid drive path completely independent of the damping path. Specifically, the bottom of a rigid actuator arm 18 is hinged to the frame 14 via a revolute joint. A sector driven gear 22 is fixedly mounted to the side of the actuator arm 18 by bolts or welding. The drive motor 21 is fixed to the frame 14 via a motor bracket 20, and a drive gear 19 is mounted on the output shaft of the drive motor 21, meshing with the sector driven gear 22. The drive motor 21 is preferably a DC servo motor, and its rotation angle and speed are controlled in real time by the vehicle controller according to the vehicle status.

[0043] The motor bracket 20 is provided with a strip-shaped mounting hole. By adjusting the position of the fastening bolt in the strip-shaped hole, the center distance between the driving gear 19 and the sector driven gear 22 can be changed to eliminate gear meshing clearance and adjust the preload.

[0044] The first ends (upper ends) of the left rigid link 6 and the right rigid link 5 are respectively hinged to the top of the actuator arm 18 via a revolute joint. The second end (lower end) of the left rigid link 6 is hinged to the left rear ear seat 29 of the left A-type lower suspension cross arm 11 via a revolute joint; the second end (lower end) of the right rigid link 5 is hinged to the right rear ear seat 28 of the right A-type lower suspension cross arm 17 via a revolute joint.

[0045] To accommodate multiple spatial angle changes during lateral tilting motion, rod end bearings are installed at both ends of the left rigid link 6 and the right rigid link 5. These rod end bearings are selected from GB / T 9161-2001 rod end bearings or GB / T 9163-2001 radial joint bearings.

[0046] 4. Steering and roll decoupling mechanism Meanwhile, in order to achieve completely independent control of steering motion and roll motion, this embodiment sets up a parallelogram mechanism, so that the steering tie rod and the suspension cross arm form a spatial parallelogram geometric relationship.

[0047] Specifically, for the left suspension, the lines connecting the inner and outer hinge points of the upper left suspension control arm 8, the lower left suspension control arm 11, the two hinge points on the frame 14, and the two hinge points on the left steering knuckle 9 constitute a spatial four-bar linkage. Based on this, the line connecting the inner and outer hinge points of the left steering tie rod 13 is configured to be parallel and of equal length to the line connecting the inner and outer hinge points of the upper left suspension control arm 8 in space. Similarly, for the right suspension, the right steering tie rod 15 is configured to connect with the upper right suspension control arm 3.

[0048] Thus, the upper suspension cross arms 3 and 8 on each side, together with the corresponding hinge points on the steering tie rods 13 and 15, the frame 14, and the steering knuckles 2 and 9 on the same side, together form a first parallelogram mechanism; the upper suspension cross arms 3 and 8, the A-type lower suspension cross arms 11 and 17, the frame 14, and the corresponding hinge points on the steering knuckles 2 and 9 together form a second parallelogram mechanism.

[0049] This geometric relationship ensures that when the vehicle rolls, i.e., when the upper left suspension arm 8 and the lower left suspension arm 11 swing up and down around the frame hinge point, the left steering tie rod 13 will be forced to move synchronously, so that the steering angle of the left steering knuckle 9 always remains at the set value, unaffected by suspension bounce. Conversely, when the driver turns the steering wheel to perform a steering operation, the steering force drives the steering knuckle to rotate through the steering tie rods 13 and 15, and this rotation will not drive the suspension arms to produce additional roll movement. Thus, complete kinematic decoupling between steering and roll movements is achieved.

[0050] Furthermore, such as Figure 4As shown, the steering control mechanism also includes a steering guide 24, a steering rack 25, a steering gear 26, and a steering tie rod 27.

[0051] The steering guide rail 24 is fixed to the frame 14 and arranged laterally along the vehicle body. The steering rack 25 is slidably connected to the steering guide rail 24 via the steering slider 23 and can slide freely laterally. The steering gear 26 is mounted on the steering shaft and meshes with the steering rack 25; the steering shaft can be driven by a steering motor to achieve steer-by-wire; or it can be connected to the steering wheel via a transmission mechanism. The steering tie rod 27 is a rigid crossbar, the middle of which is fixedly connected to the steering slider 23, and the steering slider 23 is fixedly connected to the steering rack 25. The two ends of the steering tie rod 27 are respectively connected to one end of the left steering tie rod 13 and the right steering tie rod 15 via ball joints; the other ends of the left steering tie rod 13 and the right steering tie rod 15 are respectively connected to the left steering knuckle 9 and the right steering knuckle 2 via ball joints.

[0052] When the steering gear 26 rotates, it drives the steering rack 25 to move laterally, causing the steering tie rod 27 and the left and right steering tie rods 13 and 15 to move synchronously. This, in turn, pushes the left steering knuckle 9 and right steering knuckle 2 to rotate around the outer hinge point of the suspension arm, achieving in-phase steering of the wheels. Under the constraint of the parallelogram structure described above, this steering motion is completely unaffected by the body roll motion.

[0053] 5. Working principle and roll control method Figure 5 This is a simplified structural diagram of the vehicle active roll mechanism of the present invention, showing the kinematic connections and transmission paths between the components. When the vehicle needs to actively roll to the left, the vehicle controller determines the direction of rotation based on the vehicle speed v and the steering angle. Calculate the target roll angle Specifically, according to the force balance condition during turning: Where R is the turning radius, which can be determined by the Ackermann turning geometry. Determine; where L is the wheelbase and K is the steering knuckle pivot distance, and then calculate the required body roll angle. Subsequently, the controller uses the pre-stored roll function. Inverse solution to obtain the roll actuation angle That is, the boom 18 rotates relative to the frame 14 and sends control commands to the drive motor 21.

[0054] The drive motor 21 rotates, and the drive gear 19 drives the sector driven gear 22, causing the actuating arm 18 to swing to the right around its bottom hinge point. The rightward movement of the top of the actuating arm 18 pushes the right rear lug 28 of the right A-type lower suspension cross arm 17 to the right via the right rigid link 5, while simultaneously pulling the left rear lug 29 of the left A-type lower suspension cross arm 11 to the left via the left rigid link 6. This force forces the right A-type lower suspension cross arm 17 on the right side to swing downward (stretching the right shock absorber 4), and the left A-type lower suspension cross arm 11 on the left side to swing upward and compress the left shock absorber 7, ultimately causing the entire frame 14 to tilt to the left, that is, the swing direction of the actuating arm is opposite to the body roll direction. During this process, the roll driving force is transmitted through a rigid path of "drive gear 19 - sector driven gear 22 - actuator arm 18 - rigid connecting rods 5 and 6". The shock absorbers 4 and 7 are only passively compressed or stretched as the suspension cross arm swings, bearing the vertical vibration load. Their internal spring damping does not hinder the response of the roll driving force and does not bear the roll driving force. Therefore, the roll action is direct, rapid and without lag.

[0055] When the vehicle needs to actively tilt to the right, the drive motor 21 rotates in the opposite direction, and the actuator arm 18 swings to the left. Similarly, the frame 14 can be tilted to the right.

[0056] Since shock absorbers 4 and 7 are physically connected in parallel with rigid connecting rods 5 and 6, and are respectively connected to the front lugs 12 and 16 and the rear lugs 29 and 28 of the A-type lower suspension cross arms 11 and 17, a redundant relationship is formed. In the event of non-jamming failures such as loss of damping, spring breakage, or decreased support force in the shock absorbers, the rigid connecting rods and actuator arms can still independently drive the roll, ensuring active roll function. If the drive system fails, the shock absorbers can still provide passive suspension support, preventing the vehicle from completely losing control. The parallel connection of these two components eliminates the need for additional mechanical locking mechanisms in most common failure modes, ensuring basic vehicle safety. It should be noted that if the shock absorber experiences mechanical jamming, such as a bent piston rod preventing extension and retraction, the roll drive function will be limited because the A-type lower suspension cross arms are rigid components. However, this failure mode is an extreme condition, and the probability of shock absorber jamming in existing active roll systems is extremely low, not affecting the overall redundancy advantage of this invention.

[0057] 6. Variations (1) As another feasible implementation, the A-type lower suspension control arms 11 and 17 can also be replaced by two independent front and rear links. The front link is used to connect the shock absorber, and the rear link is used to connect the rigid link. The inner ends of the two links are respectively hinged to the vehicle frame, and the outer ends are connected to the steering knuckle together. In this case, the front link and the rear link form an equivalent structure of approximately an A-type arm in space, which can also achieve physical decoupling between the damping path and the driving path.

[0058] (2) The lengths of the rigid connecting rods 5 and 6 can be adjustable, for example, by setting a threaded adjusting sleeve in the middle to adjust the zero position during assembly to ensure that the initial tilt angles on the left and right sides are consistent.

[0059] (3) The driving method of the actuator 18 is not limited to motor-sector gear. A linear electromagnetic actuator, hydraulic cylinder or pneumatic cylinder can also be used to directly push the arm of the actuator 18, as long as the actuator 18 can swing around its bottom hinge point. For example, one end of an electric push rod is hinged to the frame 14 and the other end is hinged to the middle of the actuator 18. The extension and retraction of the push rod directly drives the actuator 18 to swing.

[0060] (4) The upper suspension arms 3 and 8 and the A-type lower suspension arms 11 and 17 can be replaced with the corresponding arms in the U-shaped arms, double arms or other equivalent suspension structures as needed. This can also achieve kinematic decoupling of steering and roll without changing the parallel relationship between the rigid drive path and the damping path.

[0061] Example 2 This embodiment provides a narrow-body tilting vehicle, including the active tilting mechanism with decoupled drive and shock absorption described in Embodiment 1. The vehicle can be a reverse tricycle, a regular tricycle, or a narrow-body four-wheeled vehicle.

[0062] When the vehicle turns, the vehicle controller calculates the required roll angle in real time based on signals from the vehicle speed sensor, steering angle sensor, and yaw rate sensor, and controls the drive motor 21 to output the corresponding steering angle, causing the vehicle body to actively tilt towards the inside of the curve to balance the centrifugal torque and improve the lateral stability of the vehicle during cornering. All wheels are preferably made of motorcycle tires with an arc-shaped cross-section to maintain sufficient ground adhesion and lateral stiffness during roll. For the rear-wheel drive system, the left and right wheels are driven independently by hub motors to address the differential issue.

[0063] The other structures, connections, and working principles of this embodiment are the same as those of Embodiment 1, and will not be repeated here.

[0064] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to specific embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An active roll mechanism with decoupled drive and damping, comprising a frame (14), upper suspension arms (3, 8), lower suspension arms, and shock absorbers (4, 7) symmetrically arranged on both sides of the frame (14), wherein the inner ends of the upper suspension arms (3, 8) are rotatably connected to the frame (14), and the outer ends are connected to steering knuckles (2, 9), and the outer ends of the lower suspension arms are connected to steering knuckles (2, 9), characterized in that: The lower suspension cross arm is an A-type lower suspension cross arm (11, 17), which has a front lug (12, 16) and a rear lug (29, 28), and is rotatably connected to the frame (14) through two inner end hinge points; The upper end of the shock absorber (4, 7) is hinged to the frame (14), and the lower end is hinged to the front lug (12, 16) of the A-type lower suspension cross arm (11, 17); The active tilting mechanism also includes an actuator arm (18), rigid connecting rods (5, 6), and a gear-sector gear drive unit; The gear-sector gear drive unit includes a drive gear (19) driven by a drive motor (21) and a sector driven gear (22) meshing with the drive gear (19); the sector driven gear (22) is fixed on the actuating arm (18); The bottom of the actuator arm (18) is hinged to the frame (14); One end of the rigid connecting rod (5, 6) is hinged to the top of the actuator arm (18), and the other end is hinged to the rear ear seat (29, 28) of the A-type lower suspension cross arm (11, 17). The upper suspension arms (3, 8) on each side, together with the corresponding hinge points on the steering tie rods (13, 15), the frame (14), and the steering knuckles (2, 9) on the same side, together form a first parallelogram mechanism; the upper suspension arms (3, 8), the A-type lower suspension arms (11, 17), the frame (14), and the steering knuckles (2, 9) together form a second parallelogram mechanism; through the geometric constraints of the first and second parallelogram mechanisms, independent control of steering motion and roll motion is achieved.

2. The active tilting mechanism according to claim 1, characterized in that: The two inner end hinge points of the type A lower suspension crossarm (11, 17) are arranged at intervals along the longitudinal direction of the vehicle to provide longitudinal stiffness.

3. The active tilting mechanism according to claim 1, characterized in that: The front lugs (12, 16) are located in the middle of the A-type lower suspension crossarm (11, 17), and the rear lugs (29, 28) are located on the A-type lower suspension crossarm (11, 17) at one end near the steering knuckle (2, 9).

4. The active tilting mechanism according to claim 1, characterized in that: The shock absorber (4, 7) includes an upper support, a lower support and a coil spring; the upper support is hinged to the frame (14) and the lower support is hinged to the front lugs (12, 16) of the A-type lower suspension cross arm (11, 17), and the upper support and the lower support are slidably connected; the coil spring is fitted on the upper support or the lower support and abuts against the upper support and the lower support.

5. The active tilting mechanism according to claim 1, characterized in that: The axis of the shock absorbers (4, 7) forms an angle with the vertical direction, and the shock absorbers (4, 7) on the left and right sides are arranged in a figure-eight shape with their upper ends close to each other and their lower ends far apart.

6. The active tilting mechanism according to claim 1, characterized in that: The rigid connecting rods (5, 6) are provided with rod end joint bearings at both ends.

7. The active tilting mechanism according to claim 1, characterized in that: The drive motor (21) is fixed to the frame (14) by a motor bracket (20). The motor bracket (20) is provided with a strip-shaped mounting hole for adjusting the meshing clearance between the drive gear (19) and the sector driven gear (22).

8. The active tilting mechanism according to claim 1, characterized in that: The actuator (18) is a non-extendable rigid component.

9. The active tilting mechanism according to claim 1, characterized in that: It also includes a steering control mechanism, which includes a steering guide rail (24), a steering rack (25), a steering gear (26), and a steering tie rod (27); the steering guide rail (24) is fixed on the frame (14) and arranged laterally along the vehicle body; the steering rack (25) is slidably connected to the steering guide rail (24) through a steering slider (23); the steering gear (26) is mounted on the steering shaft and meshes with the steering rack (25); the middle part of the steering tie rod (27) is fixedly connected to the steering slider (23), the steering slider (23) is fixedly connected to the steering rack (25), and the two ends of the steering tie rod (27) are respectively connected to the left steering tie rod (13) and the right steering tie rod (15).

10. A narrow-body tilting vehicle, characterized in that: An active tilting mechanism comprising the drive and damping decoupled as described in any one of claims 1 to 9.

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