Tiltable suspension balance mechanism and vehicle with tiltable suspension

Abstract

A tiltable suspension balance mechanism, comprising: a steering mechanism, the steering mechanism comprising a steering rod (1), steering transmission connecting rods (2), steering knuckles (3) and steering support connecting rods (4); a buffer assembly (5), which comprises a damper (51) and a damping spring (52); and a swing arm assembly, which comprises a large left swing arm (61), a large right swing arm (62), a small left swing arm (63) and a small right swing arm (64). In the tiltable suspension balance mechanism, only one buffer assembly is used, and the large swing arms and the small swing arms in the swing arm assembly are directly connected; and two front hubs are automatically inclined during turning, and the axial friction force is automatically distributed on the front hubs, thereby providing clear road feedback. Further provided is a vehicle with a tiltable suspension.

Description

A tiltable suspension balancing mechanism and a tiltable suspension vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on August 31, 2023, with application number 202311121537.9 and invention name “A tiltable suspension balancing mechanism and a tiltable suspension vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of motorcycles, and in particular to a tiltable suspension balancing mechanism and a tiltable suspension vehicle. Background Art

[0003] With economic development and social progress, people are increasingly demanding more comfortable and personalized transportation. As a commuting tool, various electric motorcycles are developing in a personalized and comfortable manner. Existing motorcycles typically feature two wheels, bringing convenience to millions of households. However, these two-wheeled motorcycles also pose significant risks, such as side slips and rollovers during sharp turns, and accidents caused by insufficient tire grip in rain, snow, or cold weather.

[0004] To address these issues, a new type of vehicle with tiltable suspension is gaining popularity on the market. These vehicles are three-wheeled vehicles with a left and right front wheel and a rear wheel. The two front wheels provide steering, while the rear wheel provides driving. This structure offers smoother and safer maneuverability than two-wheeled vehicles in complex terrain, particularly when cornering. Furthermore, compared to four-wheeled motorcycles, the vehicle boasts a simpler structure and lower cost, making it highly popular. However, existing vehicles with tiltable suspension often have an illogical front suspension configuration. To achieve the required transmission and effective avoidance connection, the connection strength is weak, and the vehicle's maneuverability is poor on poor road conditions.

[0005] To this end, a Chinese invention patent (application number: 202111160084.1) discloses a front suspension mechanism for an inverted three-wheeled electric vehicle, comprising a main support, and a buffer mechanism, a steering mechanism, a locking mechanism, and a swing mechanism arranged on the main support. The swing mechanism is connected to the front wheels arranged on opposite sides of the main support through a steering knuckle, and the steering mechanism is connected to the steering knuckle. The swing mechanism includes a first rocker arm assembly and a second rocker arm assembly respectively hinged to the main support, and the first rocker arm assembly and the second rocker arm assembly are respectively hinged to the steering knuckle on the side away from the main support. Its buffer mechanism includes a first shock absorber and a second shock absorber respectively arranged between the front and rear support arms of the two sets of rocker arm assemblies. The above structure improves the stability of the vehicle.

[0006] However, the parallel arrangement of the first and second rocker arm assemblies, extending to the inner side of the wheels, and the presence of shock absorbers on both sides significantly occupy the inner wheel steering space, limiting the steering angle of the wheels. This results in a vehicle with this front suspension mechanism requiring a large steering angle, requiring a wide turn. This, in turn, reduces the vehicle's maneuverability on narrow or congested roads, and makes the turning and directional control process time-consuming and labor-intensive.

[0007] Moreover, due to its complex structure and difficulty in reducing weight, the center of gravity of the vehicle is designed to be forward, which will also affect the driving experience of the reverse driver, especially when there is a risk of roll when cornering at low speed, affecting the vehicle's controllability when turning and cornering at low speed.

[0008] At the same time, for the four-wheeled motorcycles on the market, the main representative is the beach buggy, which is a non-road vehicle and its main function is leisure and entertainment. All beach buggies cannot have high speeds, the body cannot tilt when turning and cornering, and the turning radius is relatively large, so the sports and entertainment functions are greatly limited. Four-wheeled motorcycles with a tiltable front suspension balancing mechanism and rear tiltable technology are under development. Four-wheeled motorcycles with this feature will become a substitute for existing four-wheeled beach buggies, which will greatly increase the sports, leisure and entertainment experience of four-wheeled motorcycles.

[0009] Summary of the Invention

[0010] The purpose of the present application is to provide a tiltable suspension balancing mechanism and a tiltable suspension vehicle, so as to solve the problems of the existing tiltable suspension vehicle's front suspension mechanism having a complex structure, heavy steering and inflexible operation.

[0011] To achieve the above objectives, this application adopts the following scheme:

[0012] In a first aspect, the present application provides a tiltable suspension balancing mechanism, comprising:

[0013] A steering mechanism comprising a steering rod, a steering transmission link, a steering knuckle, and a steering support link; the steering rod is connected to the steering knuckle via the steering transmission link, and the steering knuckle is connected to the front wheel hub; the steering support link is connected to the steering knuckle and is disposed in front of the steering transmission link along the extension direction of the vehicle body;

[0014] A buffer assembly, the buffer assembly comprising a damper and a shock-absorbing spring, the shock-absorbing spring being sleeved on the outside of the damper, and the upper end of the damper being connected to the steering mechanism;

[0015] A swing arm assembly, comprising a left large swing arm, a right large swing arm, a left small swing arm, and a right small swing arm; an end of the left large swing arm adjacent to the right large swing arm is hinged to a first hinge; an end of the left small swing arm close to the left large swing arm is hinged to a middle portion of the left large swing arm via a third hinge shaft, and an end of the right small swing arm close to the right large swing arm is hinged to a middle portion of the right large swing arm via a fourth hinge shaft; an end of the left small swing arm close to the right small swing arm is hinged to a second hinge shaft; a lower end of the damper is provided with the second hinge shaft;

[0016] It also includes a wheel hub articulated shaft, the steering knuckle and the steering support link are articulated with the wheel hub articulated shaft and can rotate relative to the wheel hub articulated shaft in the horizontal direction, the left large swing arm and the right large swing arm have one end close to the front wheel hub rotatably connected to the steering support link, and the left large swing arm and the right large swing arm can deflect relative to the steering support link in a vertical plane.

[0017] As a preferred embodiment of the present application, the steering transmission link includes a left steering transmission link and a right steering transmission link, the steering support link includes a left steering support link and a right steering support link, and the steering knuckle includes a left steering knuckle and a right steering knuckle; the left steering transmission link and the left steering knuckle are connected, as are the right steering transmission link and the right steering knuckle, via universal joints;

[0018] The left steering knuckle and the left steering support link are respectively connected to the wheel hub articulation shaft on the left side; the left steering knuckle and the left steering support link can rotate around the wheel hub articulation shaft in the horizontal direction, and the left large swing arm can swing up and down relative to the left steering support link in the vertical direction; the right steering knuckle and the right steering support link are respectively connected to the wheel hub articulation shaft on the right side; the right steering knuckle and the right steering support link can rotate around the wheel hub articulation shaft in the horizontal direction, and the right large swing arm can swing up and down relative to the right steering support link in the vertical direction.

[0019] As a preferred embodiment of the present application, the left large swing arm includes a left forearm and a left rear arm, and the third hinge shaft is arranged between the left forearm and the left rear arm; the right large swing arm includes a right forearm and a right rear arm, and the fourth hinge shaft is arranged between the right forearm and the right rear arm; the left steering support link and the right steering support link are connected through a ball head connecting shaft.

[0020] As a preferred embodiment of the present application, a reinforcement portion is provided between the left forearm and the left rear arm, and between the right forearm and the right rear arm.

[0021] As a preferred embodiment of the present application, one of the left small swing arm and the right small swing arm has a middle hinge part, and the other one is provided with a forked hinge part; the middle hinge part is hinged to the middle part of the second hinge shaft, and the forked hinge part is hinged to both ends of the second hinge shaft.

[0022] As a preferred embodiment of the present application, along the vertical direction, the axes of the steering rod, the damper, and the second hinge shaft are in the same plane, and the axes of the steering rod and the damper are perpendicular to the axis of the second hinge shaft.

[0023] As a preferred embodiment of the present application, the axes of the third articulated shaft and the fourth articulated shaft are parallel to the axis of the steering rod and are located at the points where the distance between the left forearm and the left rear arm, and the distance between the right forearm and the right rear arm are equally divided.

[0024] As a preferred embodiment of the present application, the first articulated member includes a bracket and a left articulated shaft and a right articulated shaft arranged on the bracket, the left articulated shaft is rotationally connected to the left large swing arm, and the right articulated shaft is rotationally connected to the right large swing arm.

[0025] In a second aspect, the present application further provides a tiltable suspension vehicle, which includes a frame, rear wheels arranged on the frame, and the tiltable suspension balancing mechanism as described above.

[0026] As a preferred embodiment of the present application, the front part of the frame is provided with a first connecting part and a second connecting part, the first connecting part is connected to the first hinge, and the second connecting part is connected to the steering support link; the frame is also provided with a composite connecting part, the steering rod is rotatably connected to the composite connecting part, and the upper end of the damper is fixedly connected to the lower end of the composite connecting part.

[0027] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows:

[0028] 1. The two sets of large and small swing arms in this application are directly connected and then connected to the steering support link, which reduces the installation space occupied by the swing arm assembly on the inner side of the wheel, thereby providing more sufficient steering space for wheel steering, which is beneficial to improving the vehicle's ability to reduce the turning radius by increasing the wheel steering angle on narrow roads and complex road conditions, and facilitate turning and changing direction on narrow roads and complex road conditions; at the same time, the buffer assembly in this application is only provided with one set and it is arranged in the middle of the entire front suspension mechanism, which is beneficial to further reduce the front suspension mechanism's occupation of the steering space on the inner side of the wheel, facilitate vehicle steering, and improve the vehicle's maneuverability.

[0029] 2. The wheel hub articulated shaft and the steering knuckle and front wheel hub connected thereto in this application can deflect relative to the swing arm assembly in the vertical plane under the action of the steering support link, so that the front wheel hub can tilt at a certain angle relative to the ground when turning, thereby enabling the vehicle to perform cornering operations, reducing the risk of vehicle rollover, and providing a better driving experience for the driver and passengers.

[0030] 3. The buffer assembly in this application is centrally located, which reduces the resistance brought by the buffer and vibration damping device during steering compared to the prior art in which the buffer and vibration damping device are arranged on both sides of the steering rod, thereby helping to reduce the steering load and making steering easier.

[0031] 4. The steering transmission link and steering support link in this application are both vertically positioned above the front wheel hubs and retract inward toward the steering rod. Compared to existing patents that place a main bracket or a steering transmission structure between the two front wheel hubs, this avoids occupying a large amount of steering space inside the front wheel hubs. It also facilitates increasing the steering and telescopic travel of the steering transmission link and steering support link, thereby facilitating a greater steering range for the front wheel hubs. This, in turn, makes the vehicle more maneuverable and smoother in narrow and / or congested roads, turning and switching.

[0032] 5. The tiltable suspension balancing mechanism in this application uses only one set of buffer components, and the large and small sets of swing arms in the swing arm assembly are directly connected. Compared with other existing tiltable suspension balancing mechanisms, it has fewer parts, a simpler structure, and is more convenient to load and unload, which is conducive to inspection and maintenance; it is also conducive to the lightweighting of the entire front suspension mechanism, which in turn helps to reduce the steering load, making the steering lighter and more flexible, and giving users a better user experience.

[0033] 6. The frame of the tiltable suspension vehicle in this application is directly connected to the above-mentioned front suspension mechanism. Compared with the existing three-wheeled fuel / electric vehicles or four-wheeled fuel / electric motorcycles, the setting of the front suspension mechanism bracket is reduced, which is conducive to the lightweight of the entire vehicle. At the same time, it also saves installation space for the installation of other parts of the vehicle. The assembly of the vehicle is simpler and more convenient, and it is convenient to install other performance components / structures to improve the vehicle performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0035] FIG1 is a schematic diagram of a partial front view of the structure of a tiltable suspension balancing mechanism;

[0036] FIG2 is a front view of the structure of the buffer assembly and the swing arm assembly;

[0037] FIG3 is a schematic diagram of the top view of the buffer assembly and the swing arm assembly;

[0038] FIG4 is a bottom view of the structure of the buffer assembly and the swing arm assembly;

[0039] FIG5 is a schematic diagram of the three-dimensional structure of the buffer assembly and the swing arm assembly;

[0040] FIG6 is a schematic structural diagram of a swing arm assembly;

[0041] FIG7 is a schematic diagram of the connection structure between the buffer assembly and the left small swing arm and the right small swing arm;

[0042] FIG8 is a schematic diagram of the connection structure between the tiltable suspension balancing mechanism and the vehicle frame;

[0043] Figure 9 is a partial connection diagram of the front wheel hub, steering knuckle, steering support link and swing arm assembly.

[0044] List of components and reference numerals: 1 Steering rod; 2 Steering transmission link, 21 Left steering transmission link, 22 Right steering transmission link; 3 Steering knuckle, 31 Left steering knuckle, 32 Right steering knuckle; 4 Steering support link, 41 Left steering support link, 42 ​​Right steering support link; 5 Buffer assembly, 51 Damper, 52 Shock absorber spring; 61 Left large swing arm, 611 Left front arm, 612 Left rear arm, 62 Right large swing arm, 621 Right front arm, 622 Right rear arm, 63 Left small swing arm, 64 Right small swing arm, 65 Reinforcement portion, 66 Middle hinge portion, 67 Forked hinge portion; 71 First hinged member, 711 Left articulated shaft, 712 Right articulated shaft, 72 Second articulated shaft, 73 Third articulated shaft, 74 Fourth articulated shaft, 75 Wheel hub articulated shaft; 8 Front wheel hub; 9 Frame, 91 First connecting portion, 92 Second connecting portion, 93 Composite connecting member. DETAILED DESCRIPTION

[0045] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in combination with the accompanying drawings by way of examples.

[0046] It should be noted that many specific details are set forth in the following description to facilitate a full understanding of the present application. However, the present application can also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific implementation methods disclosed below.

[0047] As shown in Figures 1-9, the present application provides a tiltable suspension balancing mechanism, which includes a steering mechanism, which includes a steering rod 1, a steering transmission link 2, a steering knuckle 3 and a steering support link 4; the steering rod 1 is connected to the steering knuckle 3 through the steering transmission link 2, and the steering knuckle 3 is connected to the front wheel hub 8; the steering support link 4 is connected to the steering knuckle 3 and is arranged on the front side of the steering transmission link 2 along the extension direction of the vehicle body; a buffer assembly 5, the buffer assembly 5 includes a damper 51 and a shock-absorbing spring 52, the shock-absorbing spring 52 is sleeved on the outside of the damper 51, and the upper end of the damper 51 is in contact with the steering wheel hub 8. Toward mechanism; the swing arm assembly, the swing arm assembly includes a left large swing arm 61, a right large swing arm 62, a left small swing arm 63 and a right small swing arm 64; the end of the left large swing arm 61 adjacent to the right large swing arm 62 is hinged to the first hinge 71; the end of the left small swing arm 63 close to the left large swing arm 61 is hinged to the middle of the left large swing arm 61 through the third hinge shaft 73, and the end of the right small swing arm 64 close to the right large swing arm 62 is hinged to the middle of the right large swing arm 62 through the fourth hinge shaft 74; the end of the left small swing arm 63 adjacent to the right small swing arm 64 is hinged through the second hinge shaft 72; the lower end of the damper 51 is provided with a second hinge shaft 72.

[0048] As a preferred embodiment of the present application, continuing with reference to Figure 1, it also includes a wheel hub articulated shaft 75, the steering knuckle 3 and the steering support link 4 are hinged to the wheel hub articulated shaft 75 and can rotate relative to the wheel hub articulated shaft 75 in the horizontal direction, and the ends of the left large swing arm 61 and the right large swing arm 62 close to the front wheel hub 8 are rotatably connected to the steering support link 4, and the left large swing arm 61 and the right large swing arm 62 can deflect relative to the steering support link 4 in the vertical plane.

[0049] In a specific example, referring to Figures 1 to 6 and 9, the steering transmission link 2 includes a left steering transmission link 21 and a right steering transmission link 22, the steering support link 4 includes a left steering support link 41 and a right steering support link 42, and the steering knuckle 3 includes a left steering knuckle 31 and a right steering knuckle 32; the left steering transmission link 21 and the left steering knuckle 31, and the right steering transmission link 22 and the right steering knuckle 32 are connected via universal joints;

[0050] The left steering knuckle 31 and the left steering support link 41 are respectively connected to the wheel hub articulated shaft 75; the left steering knuckle 31 and the left steering support link 41 can rotate around the wheel hub articulated shaft 75 in the horizontal direction, and the left large swing arm 61 can swing up and down relative to the left steering support link 41 in the vertical direction; the right steering knuckle 32 and the right steering support link 42 are respectively connected to the wheel hub articulated shaft 75; the right steering knuckle 32 and the right steering support link 42 can rotate around the wheel hub articulated shaft 75 in the horizontal direction, and the right large swing arm 62 can swing up and down relative to the right steering support link 42 in the vertical direction.

[0051] In the above scheme, the tiltable suspension balancing mechanism in the present application adopts only one set of buffer components 5, and the large and small sets of swing arms in the swing arm assembly are directly connected. Compared with the existing tiltable suspension balancing mechanism, the installation space occupied by the swing arm assembly and the buffer component 5 on the inner side of the wheel is reduced, thereby providing more sufficient steering space for wheel steering, which is beneficial to improving the vehicle's ability to reduce the turning radius by increasing the wheel steering angle on narrow roads and complex road conditions, and facilitates turning and changing direction on narrow roads and complex road conditions; and compared with the existing front suspension mechanism of three-wheeled / four-wheeled motorcycles or electric vehicles, the above structure has fewer parts, a simpler structure, and is more convenient to load and unload, which is beneficial to inspection and maintenance; and is beneficial to the lightweight of the entire front suspension mechanism, which is beneficial to reducing the steering load, making the steering lighter and more flexible, and giving users a better use experience. At the same time, in the above scheme, since the left large swing arm 61 and the right large swing arm 62 can deflect relative to the steering support link in the vertical plane, the vehicle body can be tilted at a certain angle relative to the ground when turning and cornering to achieve a bending operation, thereby reducing the risk of roll and reducing the turning radius, thereby improving the vehicle handling performance and providing users with a better driving experience and more driving pleasure.

[0052] Continuing with reference to Figures 1 to 6, the left large swing arm 61 includes a left forearm 611 and a left rear arm 612, and a third hinge shaft 73 is provided between the left forearm 611 and the left rear arm 612; the right large swing arm 62 includes a right forearm 621 and a right rear arm 622, and a fourth hinge shaft 74 is provided between the right forearm 621 and the right rear arm 622; the left steering support link 41 and the right steering support link 42 are connected through a ball head connecting shaft.

[0053] In the above scheme, the connection structure between the steering transmission link 2, steering support link 4, steering knuckle 3, and swing arm assembly is simple and clear, and easy to assemble. In this mechanism, the steering support link 4 is vertically located above the front wheel hub 8 and retracts inward toward the steering rod 1, further preventing interference with the steering of the front wheel hub 8. Furthermore, in this scheme, both the steering transmission link 2 and the steering support link 4 are positioned outside the steering range of the front wheel hub 8. This allows for larger sizes of the steering transmission link 2 and the steering support link 4 without interfering with the steering of the front wheel hub 8, thereby facilitating large-scale steering of the front wheel hub 8. Compared to the prior art method of locating the steering transmission link 2 and the steering support link 4 between the two front wheel hubs 8, this avoids the limited installation space between the front wheel hubs 8, which limits the telescopic size of the steering transmission link 2 and the steering support link 4 and, consequently, the steering range of the two front wheel hubs 8. It also facilitates vertical deflection of the front wheel hub 8 relative to the swing arm assembly to achieve maneuvers such as cornering.

[0054] As a preferred embodiment of the present application, as shown in FIG6 , reinforcements 65 are provided between the left front arm 611 and the left rear arm 612, and between the right front arm 621 and the right rear arm 622. The provision of reinforcements 65 enhances the structural strength of the left and right large swing arms 61 and 62, and facilitates the installation of the fourth articulated shaft 74 and the wheel hub articulated shaft 75.

[0055] 6 and 7 , one of the left and right small swing arms 63 and 64 has a central hinge portion 66, while the other has a bifurcated hinge portion 67. The central hinge portion 66 is hinged to the middle of a second hinge shaft 72, while the bifurcated hinge portion 67 is hinged to both ends of the second hinge shaft 72. This structure fully utilizes the installation space on the second hinge shaft 72, improving installation space utilization and thereby reducing the steering space occupied on the inner side of the front wheel hub 8, making steering, tilting, and bending of the front wheel hub 8 more flexible and convenient.

[0056] As a preferred embodiment of the present application, as shown in Figures 3 and 4, along the vertical direction, the axes of the steering rod 1, damper 51, and second hinge shaft 72 are in the same plane, and the axes of the steering rod 1 and damper 51 are perpendicular to the axis of the second hinge shaft 72. The axes of the third hinge shaft 73 and the fourth hinge shaft 74 are parallel to the axis of the steering rod 1 and are located at equal distances between the left front arm 611 and the left rear arm 612, and between the right front arm 621 and the right rear arm 622. This structure can reasonably distribute the steering load in the horizontal and vertical directions, making the steering operation more balanced, light and flexible, and providing the vehicle with good handling performance, providing users with a better user experience.

[0057] 2-5 , the first hinged member 71 includes a bracket and a left hinge shaft 711 and a right hinge shaft disposed on the bracket. The left hinge shaft 711 is rotatably connected to the left large swing arm 61, and the right hinge shaft is rotatably connected to the right large swing arm 62. This solution allows the left and right large swing arms 61, 62 to independently rotate relative to the first hinged member 71. Compared to hingedly connecting the left and right large swing arms 61, 62 on a single hinge shaft, this avoids the risk of interference between the left and right large swing arms 61, 62. Furthermore, the left and right hinge shafts 711 and 711 each bear their own load, preventing the risk of a single hinge shaft breaking due to excessive load.

[0058] Furthermore, the present application also provides a tiltable suspension vehicle. In one example, as shown in FIG8 , the vehicle includes a frame 9, a rear wheel mounted on the frame 9, and the aforementioned tiltable suspension balancing mechanism. Specifically, referring again to FIG1 and FIG8 , the front portion of the frame 9 is provided with a first connecting portion 91 and a second connecting portion 92. The first connecting portion 91 is connected to the first hinge 71, and the second connecting portion 92 is connected to the steering support link 4. The frame 9 is also provided with a composite connecting member 93. The steering rod 1 is rotatably connected to the composite connecting member 93, and the upper end of the damper 51 is fixedly connected to the lower end of the composite connecting member 93. Using this solution, the frame 9 is directly connected to the aforementioned front suspension mechanism. Compared to existing inverted three-wheeled fuel / electric vehicles or four-wheeled fuel / electric motorcycles, the vehicle requires fewer front suspension brackets, thereby facilitating overall vehicle lightweighting. This also saves installation space for other vehicle components, making assembly of the vehicle simpler and more convenient, and facilitating the installation of other performance components / structures to enhance vehicle performance.

[0059] The technical solutions protected by this application are not limited to the above-mentioned embodiments. It should be noted that the combination of the technical solutions of any one embodiment with the technical solutions of one or more other embodiments falls within the scope of protection of this application. Although this application has been described in detail above using general descriptions and specific embodiments, it is obvious to those skilled in the art that modifications or improvements can be made based on this application. Therefore, these modifications or improvements made without departing from the spirit of this application fall within the scope of protection claimed in this application.

Claims

1. A tiltable suspension balancing mechanism, wherein: include: A steering mechanism, the steering mechanism comprising a steering rod, a steering transmission connecting rod, a steering knuckle and a steering support connecting rod; The steering rod is connected to the steering knuckle through the steering transmission link, and the steering knuckle is connected to the front wheel hub; the steering support link is connected to the steering knuckle and is arranged at the front side of the steering transmission link along the extension direction of the vehicle body; A buffer assembly, the buffer assembly comprising a damper and a shock absorbing spring, the shock absorbing spring is sleeved on the outside of the damper, and the upper end of the damper is connected to the steering mechanism; A swing arm assembly, the swing arm assembly comprises a left large swing arm, a right large swing arm, a left small swing arm and a right small swing arm; one end of the left large swing arm adjacent to the right large swing arm is hinged to the first hinge; one end of the left small swing arm close to the left large swing arm is hinged to the middle of the left large swing arm through a third hinge shaft, and one end of the right small swing arm close to the right large swing arm is hinged to the middle of the right large swing arm through a fourth hinge shaft; one end of the left small swing arm close to the right small swing arm is hinged to the second hinge shaft; the lower end of the damper is provided with the second hinge shaft; It also includes a wheel hub articulated shaft, the steering knuckle and the steering support link are articulated with the wheel hub articulated shaft and can rotate relative to the wheel hub articulated shaft in the horizontal direction, the left large swing arm and the right large swing arm are rotatably connected to the steering support link at one end close to the front wheel hub, and the left large swing arm and the right large swing arm can deflect relative to the steering support link in a vertical plane.

2. The tiltable suspension balancing mechanism according to claim 1, wherein: The steering transmission link comprises a left steering transmission link and a right steering transmission link, the steering support link comprises a left steering support link and a right steering support link, and the steering knuckle comprises a left steering knuckle and a right steering knuckle; the left steering transmission link and the left steering knuckle are connected, and the right steering transmission link and the right steering knuckle are connected via a universal joint; The left steering knuckle and the left steering support link are respectively connected to the wheel hub articulation shaft on the left side; the left steering knuckle and the left steering support link can rotate around the wheel hub articulation shaft in the horizontal direction, and the left large swing arm can swing up and down relative to the left steering support link in the vertical direction; the right steering knuckle and the right steering support link are respectively connected to the wheel hub articulation shaft on the right side; the right steering knuckle and the right steering support link can rotate around the wheel hub articulation shaft in the horizontal direction, and the right large swing arm It can swing up and down relative to the right steering support link in the vertical direction.

3. The tiltable suspension balancing mechanism according to claim 2, wherein: The left large swing arm includes a left forearm and a left rear arm, and the third hinge shaft is arranged between the left forearm and the left rear arm; the right large swing arm includes a right forearm and a right rear arm, and the fourth hinge shaft is arranged between the right forearm and the right rear arm; the left steering support link is connected to the right steering support link through a ball head connecting shaft.

4. The tiltable suspension balancing mechanism according to claim 3, wherein: A reinforcement portion is provided between the left front arm and the left rear arm, and between the right front arm and the right rear arm.

5. The tiltable suspension balancing mechanism according to claim 3, wherein: One of the left small swing arm and the right small swing arm has a middle hinged portion, and the other of the two is provided with a forked hinged portion; the middle hinged portion is hinged at the middle of the second hinge shaft, and the forked hinged portion is hinged at both ends of the second hinge shaft.

6. The tiltable suspension balancing mechanism according to claim 5, wherein: In the vertical direction, the axes of the steering rod, the damper and the second hinge shaft are located in a plane, and the axes of the steering rod and the damper are perpendicular to the axis of the second hinge shaft.

7. The tiltable suspension balancing mechanism according to claim 6, wherein: The axes of the third hinge shaft and the fourth hinge shaft are parallel to the axis of the steering rod and are located at the positions where the distance between the left front arm and the left rear arm, and the distance between the right front arm and the right rear arm are equally divided.

8. The tiltable suspension balancing mechanism according to claim 7, wherein: The first articulated component includes a bracket and a left articulated shaft and a right articulated shaft arranged on the bracket, the left articulated shaft is rotationally connected to the left large swing arm, and the right articulated shaft is rotationally connected to the right large swing arm.

9. A vehicle with a tiltable suspension, wherein: The invention comprises a frame, rear wheels arranged on the frame and a tiltable suspension vehicle as claimed in any one of claims 1 to 8.

10. A tiltable suspension vehicle as claimed in claim 9, wherein: The front part of the frame is provided with a first connecting part and a second connecting part, the first connecting part is connected to the first hinge, and the second connecting part is connected to the steering support link; the frame is also provided with a composite connecting part, the steering rod is rotatably connected to the composite connecting part, and the upper end of the damper is fixedly connected to the lower end of the composite connecting part.

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