CN109552512B

CN109552512B - Active tilt drive system, active tilt drive control method, and vehicle

Info

Publication number: CN109552512B
Application number: CN201811299909.6A
Authority: CN
Inventors: 柳宁
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-11-02
Filing date: 2018-11-02
Publication date: 2020-08-07
Anticipated expiration: 2038-11-02
Also published as: CN109552512A; WO2020088145A1

Abstract

The invention belongs to the technical field of vehicles, and relates to an active tilt driving system, an active tilt driving control method and a vehicle, wherein the active tilt driving system comprises a speed detection device, a corner detection device and a tilt control device, and when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the tilt control device controls a rack to present a posture of low left and high right; when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the inclination control device controls the rack to present a posture of being high on the left and low on the right. The active tilting driving system controls the rack to tilt leftwards or rightwards, so that the rack can be kept stable when the carrier runs and turns, and the carrier is prevented from turning on one's side.

Description

Active tilt drive system, active tilt drive control method, and vehicle

Technical Field

The invention belongs to the technical field of vehicles, and particularly relates to an active tilt driving system, an active tilt driving control method and a vehicle.

Background

The conventional reclining car generally includes a frame, a driving system, a steering driving system, driving wheels, and steering wheels, where if the driving wheels are front wheels (1 or 2), the steering wheels are rear wheels (1 or 2), and if the driving wheels are rear wheels (1 or 2), the steering wheels are front wheels (1 or 2). The driving system is used for driving the driving wheel to rotate so as to drive the lying vehicle to run. The steering driving system is used for driving the steering wheel to rotate so as to drive the lying vehicle to steer.

The driving system that traveles of current lying car includes parts such as footboard, big sprocket, little sprocket, chain and drive shaft usually, steps on the footboard through the foot and makes big sprocket rotate, will rotate the transmission for little sprocket through the chain, and little sprocket is fixed in the drive shaft, therefore the drive shaft rotates for the lug connection drive wheel rotates on the drive shaft, and then drives the lying car and travel.

The steering driving system of the existing lying vehicle generally comprises a handlebar and a connecting rod mechanism, wherein the connecting rod mechanism is driven to move by controlling the handlebar to rotate, so that a steering wheel rotates, and the lying vehicle is driven to steer.

However, the conventional creeper is very inconvenient to carry, store and enter narrow spaces such as an elevator due to the fact that the conventional creeper is large in size, the whole creeper is difficult to carry (for example, the conventional creeper is difficult to move into the elevator), and the driving wheels and the steering wheels are usually only detachable but not foldable in the conventional mounting mode.

In addition, because the existing lying vehicle does not have an active tilting driving system, when the vehicle speed reaches a certain value during driving and steering, the vehicle turns leftwards or rightwards and exceeds a certain angle, and rollover is easy to happen.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: aiming at the defect that the existing lying vehicle is easy to turn over when the vehicle speed reaches a certain value and turns leftwards or rightwards beyond a certain angle when the vehicle runs and turns, an active tilt driving system, an active tilt driving control method and a carrying tool are provided.

In order to solve the above technical problem, in one aspect, an embodiment of the present invention provides an active tilt driving system for controlling a tilt of a frame during steering driving of a vehicle, including:

a speed detection device for detecting a traveling speed of the vehicle;

a steering angle detection device for detecting a steering angle of the vehicle;

the inclination control device controls the rack to present a posture of low left and high right when the speed detection device detects that the running speed of the carrier is greater than a preset value and the corner detection device detects that the left steering angle of the carrier exceeds a first preset steering angle; when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the inclination control device controls the rack to present a posture of being high on the left and low on the right.

On the other hand, an embodiment of the present invention further provides an active tilt driving control method, including:

the speed detection device detects the running speed of the carrier;

the steering angle detection device detects the steering angle of the carrier;

when the speed detection device detects that the running speed of the carrier is greater than a preset value and the corner detection device detects that the left steering angle of the carrier exceeds a first preset steering angle, the inclination control device controls the rack to present a posture of low left and high right;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the inclination control device controls the rack to present a posture of being high on the left and low on the right.

In another aspect, an embodiment of the present invention further provides an active tilt driving control method, including:

the speed detection device detects the running speed of the carrier;

the steering angle detection device detects the steering angle of the carrier;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the inclination control device controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber and the fourth shock absorber to stretch, or the control mechanism controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber and the fourth shock absorber to compress so that the rack presents a posture of low left and high right, and at the moment, the compression or stretching speeds of the first shock absorber and the third shock absorber and the stretching or compression speeds of the second shock absorber and the fourth shock absorber are in direct proportion to the running speed and the steering angle of the vehicle;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the inclination control device controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber and the fourth shock absorber to compress, or the control mechanism controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber and the fourth shock absorber to stretch, so that the rack is in a high-right-left posture, and at the moment, the stretching or compressing speeds of the first shock absorber and the third shock absorber and the compressing or stretching speeds of the second shock absorber and the fourth shock absorber are in direct proportion to the running speed and the steering angle of the vehicle.

the speed detection device detects the running speed of the carrier;

the steering angle detection device detects the steering angle of the carrier;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism controls the first shock absorber to compress and controls the second shock absorber and the third shock absorber to stretch, or the control mechanism controls the first shock absorber to stretch and controls the second shock absorber and the third shock absorber to compress so that the rack presents a posture of low left and high right, and at the moment, the compression or stretching speed of the first shock absorber and the stretching or compressing speed of the second shock absorber and the third shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the control mechanism controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber to compress, or the control mechanism controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber to stretch, so that the rack is in a high-left-low-right posture, and at the moment, the stretching or compressing speeds of the first shock absorber and the third shock absorber and the compressing or stretching speed of the second shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle.

In yet another aspect, embodiments of the present invention further provide a vehicle including the active lean drive system.

According to the active tilt driving system of the present invention, when the speed detection device detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device detects that the leftward steering angle of the vehicle exceeds the first preset steering angle, the tilt control device controls the frame to assume a posture of being high from the left, and when the speed detection device detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device detects that the rightward steering angle of the vehicle exceeds the second preset steering angle, the tilt control device controls the frame to assume a posture of being high from the left to the right. Therefore, when the vehicle is driven and steered, the active tilting driving system actively controls the rack to tilt leftwards or rightwards, so that the rack can be kept stable when the vehicle is driven and steered, and the vehicle is prevented from turning on one side.

Drawings

FIG. 1 is a perspective view of a vehicle provided in accordance with a first embodiment of the present invention;

FIG. 2 is a schematic illustration of a folded vehicle according to a first embodiment of the present invention;

FIG. 3 is a block diagram of an active lean drive system of a vehicle according to a first embodiment of the present invention;

FIG. 4 is a schematic structural view of a motor spring damper of a vehicle according to a first embodiment of the present invention;

FIG. 5 is a schematic diagram of a first control circuit of the vehicle provided by the first embodiment of the present invention;

FIG. 6 is a schematic diagram of a second control circuit of the vehicle provided in the first embodiment of the invention;

FIG. 7 is a perspective view of a vehicle provided in accordance with a second embodiment of the present invention;

FIG. 8 is a schematic illustration of a folded vehicle according to a second embodiment of the invention;

FIG. 9 is a block diagram of an active lean drive system of a vehicle according to a second embodiment of the present invention;

FIG. 10 is a schematic diagram of a first control circuit of a vehicle provided in accordance with a second embodiment of the present invention;

FIG. 11 is a schematic diagram of a second control circuit of the vehicle provided by the second embodiment of the present invention;

FIG. 12 is a schematic diagram of a third control circuit of the vehicle provided by the second embodiment of the present invention;

FIG. 13 is a perspective view of a vehicle provided in accordance with a third embodiment of the present invention;

FIG. 14 is a top plan view of a vehicle provided in accordance with a third embodiment of the present invention;

FIG. 15 is a sectional view taken along the line A-A in FIG. 14;

FIG. 16 is a sectional view taken along the line B-B in FIG. 14;

FIG. 17 is a sectional view taken along the line C-C in FIG. 14;

FIG. 18 is a sectional view taken along the direction D-D in FIG. 14;

FIG. 19 is a schematic illustration of a folded vehicle according to a third embodiment of the invention;

FIG. 20 is a block diagram of an active lean drive system of a vehicle according to a third embodiment of the present invention;

FIG. 21 is a schematic structural view of a cylinder spring damper of a vehicle according to a third embodiment of the present invention;

FIG. 22 is a schematic illustration of a hydraulic control system of a vehicle provided by a third embodiment of the present invention;

FIG. 23 is a perspective view of a vehicle provided in accordance with a fifth embodiment of the present invention;

FIG. 24 is a top view of a vehicle provided in accordance with a fifth embodiment of the present invention;

FIG. 25 is a cross-sectional view taken along the line E-E in FIG. 24;

FIG. 26 is a schematic illustration of a folded vehicle according to a fifth embodiment of the invention;

FIG. 27 is a frame diagram of an active lean drive system of a vehicle provided by a fifth embodiment of the present invention;

fig. 28 is a schematic diagram of a hydraulic control system of a vehicle according to a fifth embodiment of the present invention.

The reference numerals in the specification are as follows:

1a, a frame; 2a, a first shock absorber; 3a, a second shock absorber; 4a, a third shock absorber; 5a, a fourth vibration damper; 6a, a left driving wheel; 7a, a right driving wheel; 8a, a first lever; 9a, a first box body; 10a, a first driving motor; 11a, a second lever; 12a, a second box body; 13a, a second driving motor; 14a, a left steering wheel; 15a, a right steering wheel; 16a, a third lever; 17a, a third box body; 18a, a first steering motor; 19a, a fourth box body; 20a, a second steering motor; 21a, a first rotation axis; 22a, a first fulcrum; 23a, a second fulcrum; 24a, a third rotation axis; 25a, a third fulcrum; 26a, a fourth fulcrum; 27a, a steering wheel; 28a, a steering motor; 29a, a switching bracket; 30a, a first transfer support; 31a, a second adapter bracket; 32a, a fourth lever;

100a, a speed detection device;

200a, a rotation angle detection device;

300a, a tilt control device; 301a, a control mechanism;

400a, a motor spring damper; 401a, a damper cylinder; 402a, a damping spring; 403a, a damping column; 404a, a motor; 405a, a threaded rod; 406a, a threaded rod and nut slider; 407a, a slide rail;

1. a frame; 2. a first shock absorber; 3. a second shock absorber; 4. a third damper; 5. a fourth vibration damper; 6. a left drive wheel; 7. a right drive wheel; 8. a left steering wheel; 9. a right steering wheel; 10. a drive shaft; 11. a first telescopic universal joint; 12. a second telescopic universal joint; 13. a first hollow lever; 14. a second hollow lever; 15. a first drive shaft; 16. a second drive shaft; 17. a steering handle; 18. a steering gear set; 1801. a fluted disc; 1802. a gear shaft; 19. a longitudinal drive shaft; 20. a transverse transmission shaft; 21. a third telescopic universal joint; 22. a fourth telescopic universal joint; 23. a third hollow lever; 24. a fourth hollow lever; 25. a third drive shaft; 26. a fourth drive shaft; 27. a first fulcrum; 28. a second fulcrum; 29. a third fulcrum; 30. a fourth fulcrum; 31. a first rotating shaft; 32. a third rotation axis; 33. a pedal; 34. a first sprocket; 35. a second sprocket; 36. a chain; 37. a first gear set; 38. a second gear set; 39. a third gear set; 40. a fourth gear set; 41. a fifth gear set; 42. a sixth gear set; 43. a seventh gear set; 44. an eighth gear set; 45. a reversing gear set; 4501. a worm gear; 4502. a worm; 46. a differential mechanism; 47. an oil pump drive gear; 48. a drive gear set; 49. a steering wheel; 50. a first transfer support; 51. a second adaptor bracket; 52. a transfer rack;

100. a speed detection device;

200. a rotation angle detection device;

300. a tilt control device; 301. a control mechanism;

400. a cylinder spring damper; 401. a vibration damping cylinder; 402. a damping spring; 403. an oil cylinder; 4031. a piston; 404. a slide rail;

500. a hydraulic control system; 501. a bi-directional oil pump; 502. a left side pipeline; 503. a right side pipeline; 504. an intermediate pipeline; 505. a first valve; 506. a second valve;

600. a hydraulic control system; 601. a bi-directional oil pump; 602. a first pipeline; 603. a second pipeline; 604. a third pipeline; 605. an intermediate pipeline; 606. a first valve; 607. a second valve; 608. a third valve.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

First embodiment

As shown in fig. 1 and 2, a vehicle according to a first embodiment of the present invention is a four-wheel vehicle, and includes a frame 1a, a first damper 2a, a second damper 3a, a third damper 4a, a fourth damper 5a, a left driving wheel 6a, a right driving wheel 7a, a first lever 8a, a first case 9a, a first driving motor 10a, a second lever 11a, a second case 12a, a second driving motor 13a, a left steering wheel 14a, a right steering wheel 15a, a third lever 16a, a third case 17a, a first steering motor 18a, a fourth lever 32a, a fourth case 19a, and a second steering motor 20 a.

One end of the first damper 2a is connected to the frame 1a, the other end of the first damper 2a is detachably connected to the first lever 8a, one end of the second damper 3a is connected to the frame 1a, the other end of the second damper 3a is detachably connected to the second lever 11a, one end of the first lever 8a away from the frame 1a is fixedly connected to the first box 9a, the first driving motor 10a is installed on the first box 9a, an output shaft of the first driving motor 10a is connected to the left driving wheel 6a to drive the left driving wheel 6a to rotate, one end of the second lever 11a away from the frame 1a is fixedly connected to the second box 12a, and the second driving motor 13a is installed on the second box 12a, the output shaft of the second driving motor 13a is connected with the right driving wheel 7a to drive the right driving wheel 7a to rotate; one end of the third damper 4a is connected to the frame 1a, the other end of the third damper 4a is detachably connected to the third lever 16a, one end of the fourth damper 5a is connected to the frame 1a, the other end of the fourth damper 5a is detachably connected to the fourth lever 32a, one end of the third lever 16a away from the frame 1a is fixedly connected to the third box 17a, the first steering motor 18a is mounted on the third box 17a, an output shaft of the first steering motor 18a is connected to the left steering wheel 14a to drive the left steering wheel 14a to steer, one end of the fourth lever 32a away from the frame 1a is fixedly connected to the fourth box 19a, and the second steering motor 20a is mounted on the fourth box 19a, the output shaft of the second steering motor 20a is connected to the right steering wheel 15a to drive the right steering wheel 15a to steer.

A first rotating shaft 21a is arranged on one side of the frame 1a close to the first lever 8a, and a first supporting point 22a which is rotatably connected to the first rotating shaft 21a is arranged on the first lever 8 a; a second rotating shaft is arranged on one side, close to the second lever 11a, of the rack 1a, and a second fulcrum 23a which is rotatably connected to the second rotating shaft is arranged on the second lever 11 a; a third rotating shaft 24a is arranged on one side of the frame 1a close to the third lever 16a, and a third fulcrum 25a which is rotatably connected to the third rotating shaft 24a is arranged on the third lever 16 a; a fourth rotating shaft is arranged on one side of the frame 1a close to the fourth lever 32a, and a fourth fulcrum 26a rotatably connected to the fourth rotating shaft is arranged on the fourth lever 32 a.

The first lever 8a is divided into a first long arm and a first short arm by the first fulcrum 22a, the outer end of the first long arm is fixedly connected to the first box 9a, and the length of the first long arm is greater than that of the first short arm; the second lever 11a is divided into a second long arm and a second short arm by the second fulcrum 23a, the outer end of the second long arm is fixedly connected to the second box 12a, and the length of the second long arm is greater than that of the second short arm; the third lever 16a is divided into a third long arm and a third short arm by the third fulcrum 25a, the outer end of the third long arm is fixedly connected to the third box 17a, and the length of the third long arm is greater than that of the third short arm; the fourth lever 32a is divided into a fourth long arm and a fourth short arm by the fourth fulcrum 26a, the outer end of the fourth long arm is fixedly connected to the fourth box 19a, and the length of the fourth long arm is greater than that of the fourth short arm. The first, second, third, and fourth short arms may be 0 in length.

The first rotation shaft 21a and the second rotation shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the first fulcrum 22a and the second fulcrum 23a, respectively. The third rotation shaft 24a and the fourth rotation shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the third fulcrum 25a and the fourth fulcrum 26a, respectively.

The first lever 8a, the second lever 11a, the third lever 16a, and the fourth lever 32a extend in the front-rear direction of the frame 1a, and the first rotation shaft 21a, the second rotation shaft, the third rotation shaft 24a, and the fourth rotation shaft extend in the left-right direction of the frame 1 a.

A first gear set is arranged in the first box 9a, an output shaft of the first driving motor 10a is connected with an input end of the first gear set, and an output end of the first gear set is connected with the left driving wheel 6 a. In one embodiment, the first gear set comprises two orthogonally meshing bevel gears, one of which is fixed to the output shaft of the first drive motor 10a and the other of which is fixed to the axle of the left drive wheel 6 a.

A second gear set is arranged in the second box body 12a, an output shaft of the second driving motor 13a is connected with an input end of the second gear set, and an output end of the second gear set is connected with the right driving wheel 7 a. In one embodiment, the second gear set comprises two orthogonally meshing bevel gears, one of which is fixed to the output shaft of the second drive motor 13a and the other of which is fixed to the axle of the right drive wheel 7 a.

A third gear set is arranged in the third box 17a, an output shaft of the first steering motor 18a is connected with an input end of the third gear set, and an output end of the third gear set is connected with the left steering wheel 14 a. In one embodiment, the third gear set includes two gears (spur gears or helical gears) that are in coplanar engagement, one of which is fixed to the output shaft of the first steering motor 18a and the other of which is connected to the axle of the left steering wheel 14 a. Preferably, in the third gear set, the upper and lower ends of the gear connected to the axle of the left steering wheel 14a are connected to a first adapter bracket 30a, and the first adapter bracket 30a is fixed to the axle of the left steering wheel 14 a. Thus, the first steering motor 18a rotates the first joint bracket 30a and the left steering wheel 14a integrally through the third gear set.

A fourth gear set is arranged in the fourth box 19a, an output shaft of the second steering motor 20a is connected with an input end of the fourth gear set, and an output end of the fourth gear set is connected with the right steering wheel 15 a. In one embodiment, the fourth gear set includes two gears (spur gear or helical gear) that are in coplanar engagement, one of which is fixed to the output shaft of the second steering motor 20a, and the other of which is connected to the axle of the right steering wheel 15 a. Preferably, in the fourth gear set, the upper and lower ends of a gear connected to the axle of the right steering wheel 15a are connected to a second adapter bracket 31a, and the second adapter bracket 31a is fixed to the axle of the right steering wheel 15 a. Thus, the second steering motor 20a drives the second adapter bracket 31a and the right steering wheel 15a to integrally rotate through the fourth gear set.

When the other end of the first damper 2a is detached from the first lever 8a, the entire structure formed by the first lever 8a, the first box 9a, the first driving motor 10a, and the left driving wheel 6a can rotate around the first rotating shaft 21a in a direction approaching the rack 1a, so that the entire structure formed by the first lever 8a, the first box 9a, the first driving motor 10a, and the left driving wheel 6a can be folded and accommodated in the internal space of the rack 1 a; when the other end of the second damper 3a is detached from the second lever 11a, the entire structure formed by the second lever 11a, the second casing 12a, the second driving motor 13a, and the right driving wheel 7a can rotate around the second rotation axis in a direction approaching the rack 1a, so that the entire structure formed by the second lever 11a, the second casing 12a, the second driving motor 13a, and the right driving wheel 7a can be folded and accommodated in the internal space of the rack 1 a; when the other end of the third damper 4a is detached from the third lever 16a, the entire structure formed by the third lever 16a, the third box 17a, the first steering motor 18a, and the left steering wheel 14a can rotate around the third rotation shaft 24a in a direction approaching the rack 1a, so that the entire structure formed by the third lever 16a, the third box 17a, the first steering motor 18a, and the left steering wheel 14a can be folded and accommodated in the internal space of the rack 1 a; when the other end of the fourth damper 5a is detached from the fourth lever 32a, the entire structure formed by the fourth lever 32a, the fourth box 19a, the second steering motor 20a, and the right steering wheel 15a can rotate around the fourth rotation axis in a direction approaching the rack 1a, so that the entire structure formed by the fourth lever 32a, the fourth box 19a, the second steering motor 20a, and the right steering wheel 15a can be folded and accommodated in the internal space of the rack 1 a.

Like this, can realize folding the part that outstanding delivery vehicle user state in frame 1a accomodates in frame 1a, realized the collapsible of delivery vehicle, the delivery vehicle volume after folding reduces by a wide margin, is convenient for hand-carry to can be very convenient get into narrow and small spaces such as elevator. The folded state of the carrier is shown in figure 2.

In the first embodiment, the frame 1a has a frame structure formed by welding a plurality of tubular beams. The bottom of the frame 1a is fully open for folding, and the top of the frame 1a can be provided with seats.

In the first embodiment, the driving wheels are front wheels, and the steering wheels are rear wheels, so that front-driving rear-steering is realized.

In the first embodiment, it is more preferable that one end of the first damper 2a is hinged to the frame 1a, the other end of the first damper 2a is hinged to the first lever 8a, and a distance from a hinge point of the first damper 2a and the first lever 8a to the first fulcrum 22a is smaller than a distance from a hinge point of the first damper 2a and the first lever 8a to the other end (wheel end) of the first lever 8 a. Similarly, one end of the second damper 3a is hinged to the frame 1a, the other end of the second damper 3a is hinged to the second lever 11a, and the distance from the hinge point of the second damper 3a and the second lever 11a to the second fulcrum 23a is smaller than the distance from the hinge point of the second damper 3a and the second lever 11a to the other end (wheel end) of the second lever 11 a. Therefore, the driving wheel can jump up and down in a large range through the lever action of the first lever 8a and the second lever 11a, so that the frame 1a can jump up and down in a small range, and the riding comfort of the carrier is improved.

In the first embodiment, it is more preferable that one end of the third shock absorber 4a is hinged to the frame 1a, the other end of the third shock absorber 4a is hinged to the third lever 16a, and a distance from a hinge point of the third shock absorber 4a and the third lever 16a to the third fulcrum 25a is smaller than a distance from a hinge point of the third shock absorber 4a and the third lever 16a to the other end (wheel end) of the third lever 16 a. Similarly, one end of the fourth damper 5a is hinged to the frame 1a, the other end of the fourth damper 5a is hinged to the fourth lever 32a, and the distance from the hinge point of the fourth damper 5a and the fourth lever 32a to the fourth fulcrum 26a is smaller than the distance from the hinge point of the fourth damper 5a and the fourth lever 32a to the other end (wheel end) of the fourth lever 32 a. Therefore, the steering wheel has larger jump through the lever action of the third lever 16a and the fourth lever 32a, so that the frame 1a has only small jump up and down, and the riding comfort of the carrier is improved.

In some modified embodiments of the first embodiment, the driving wheel can also be a rear wheel, and the steering wheel is a front wheel, so that front-to-rear driving is realized.

In some modified embodiments of the first embodiment, the dampers (the first damper 2a, the second damper 3a, the third damper 4a, the fourth damper 5a) and the corresponding levers (the first lever 8a, the second lever 11a, the third lever 16a, the fourth lever 32a) may also be interchanged in position. That is, one end of the damper is connected below the frame 1a, the other end of the damper is connected to a corresponding lever, and the lever is connected above the frame 1 a.

Furthermore, as shown in fig. 3, the vehicle further comprises an active pitch drive system comprising:

a speed detection device 100a for detecting a traveling speed of the vehicle;

a steering angle detection device 200a for detecting a steering angle of the vehicle;

a tilt control device 300a, when the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the corner detection device 200a detects that the left steering angle of the vehicle exceeds a first preset steering angle, the tilt control device 300a controls the rack 1a to assume a posture of low left and high right; when the speed detection device 100a detects that the traveling speed of the vehicle is greater than a preset value and the steering angle detection device 200a detects that the steering angle of the vehicle to the right exceeds a second preset steering angle, the tilt control device 300a controls the frame 1a to assume a posture of being high on the left and low on the right.

In the first embodiment, the tilt control device 300a includes the control mechanism 301a, the first damper 2a, the second damper 3a, the third damper 4a, and the fourth damper 5 a.

The first damper 2a is connected between the frame 1a and the left drive wheel 6a, the second damper 3a is connected between the frame 1a and the right drive wheel 7a, the third damper 4a is connected between the frame 1a and the left steering wheel 14a, and the fourth damper 5a is connected between the frame 1a and the right steering wheel 15 a.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the corner detection device 200a detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism 301a controls the first damper 2a and the third damper 4a to compress and controls the second damper 3a and the fourth damper 5a to stretch, so that the frame 1a assumes a posture of low left and high right, and at this time, the compression speed of the first damper 2a and the third damper 4a and the stretching speed of the second damper 3a and the fourth damper 5a are both in direct proportion to the running speed and the steering angle of the vehicle.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the steering angle detection device 200a detects that the right steering angle of the vehicle exceeds a second preset steering angle, the control mechanism 301a controls the first damper 2a and the third damper 4a to stretch and controls the second damper 3a and the fourth damper 5a to compress, so that the frame 1a assumes a posture of being high on the left and low on the right, and at this time, the stretching speed of the first damper 2a and the third damper 4a and the compressing speed of the second damper 3a and the fourth damper 5a are both in direct proportion to the running speed and the steering angle of the vehicle.

Here, the preset value of the running speed is a value greater than 0, for example, 5 km/h. The first predetermined steering angle is an angle greater than 0, for example 5 degrees. The second predetermined steering angle is an angle greater than 0, for example 5 degrees. The first preset steering angle and the second preset steering angle may be the same or different.

In the first embodiment, the first damper 2a, the second damper 3a, the third damper 4a and the fourth damper 5a are all motor spring dampers 400a shown in fig. 4, the motor spring damper 400a includes a damper cylinder 401a, a damper spring 402a, a damper post 403a, a motor 404a, a threaded rod 405a, a threaded rod nut slider 406a and a slide rail 407a, the damper spring 402a, the damper post 403a, the motor 404a, the threaded rod 405a, the threaded rod nut slider 406a and the slide rail 407a are disposed in the damper cylinder 401a, the slide rail 407a is fixedly disposed on an inner wall of the damper cylinder 401a, a housing of the motor 404a is slidably disposed in the slide rail 407a, the threaded rod 405a is connected to an output shaft of the motor 404a, the threaded rod nut slider 406a is in threaded engagement with the threaded rod 405a, the outer surface of the threaded rod nut slider 406a is in sliding contact with the slide rail 407a, the slide rail 407a limits the rotation of the threaded rod nut slider 406a, the damping column 403a is connected to the threaded rod nut slider 406a, one end of the damping column 403a extends out of the damping cylinder 401a and is connected to the frame 1a, one end of the damping spring 402a is connected to the inner end of the motor 404a, and the other end of the damping spring 402a is connected to the inner side of the bottom end of the damping cylinder 401 a.

The outer sides of the bottom ends of the damper cylinders 401a are connected to the corresponding levers, that is, the outer sides of the bottom ends of the damper cylinders 401a of the first damper 2a are connected to the first lever 8a, the outer sides of the bottom ends of the damper cylinders 401a of the second damper 3a are connected to the second lever 11a, the outer sides of the bottom ends of the damper cylinders 401a of the third damper 4a are connected to the third lever 16a, and the outer sides of the bottom ends of the damper cylinders 401a of the fourth damper 5a are connected to the fourth lever 32 a.

When the motor 404a rotates in the forward direction, the threaded rod 405a rotates to push the threaded rod nut block 406a and the damping post 403a to slide outwards along the sliding rail 407 a. When the motor 404a rotates in the reverse direction, the threaded rod 405a pulls the threaded rod nut slide 406a and the shock absorbing post 403a to slide inward along the slide rail 407 a. Further, the retractable function of the motor spring damper 400a is realized by the forward and reverse rotation of the motor 404 a.

When the vibration damping column 403a does not need to move inside and outside, the vibration damping column 403a and the threaded rod nut slide block 406a return to the original position under the action of the vibration damping spring 402a, and when the motor 404a is turned off, the whole composed of the vibration damping column 403a, the motor 404a, the threaded rod 405a and the threaded rod nut slide block 406 can freely slide back and forth on the slide rail 407a under the support of the vibration damping spring 402 a. Such that the corresponding damper itself is not limited in its function when the motor 404a is on or off.

The control mechanism 301a includes a single chip microcomputer and a motor control system, the single chip microcomputer is respectively connected with the speed detection device 100a and the rotation angle detection device 200a in a communication manner, and sends a control instruction to the motor control system according to detection results of the speed detection device 100a and the rotation angle detection device 200 a. The motor control system comprises a first control circuit and a second control circuit, wherein the first control circuit and the second control circuit can be integrated on a single chip microcomputer.

The speed detecting device 100a may be a speed sensor disposed on the axle of the left driving wheel 6a or the axle of the right driving wheel 7 a.

The steering angle detecting device 200a may be a hall sensor disposed on the left steered wheel 14a or the right steered wheel 15 a.

Hereinafter, for the sake of distinction, the motors 404a of the first damper 2a, the second damper 3a, the third damper 4a and the fourth damper 5a are simply referred to as a motor M1, a motor M2, a motor M3 and a motor M4, respectively.

As shown in fig. 5, the first control circuit includes a first power source D1, a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a first variable resistor R1, a second variable resistor R2, a third variable resistor R3, and a fourth variable resistor R4, the first variable resistor R1, the second variable resistor R2, and the motor M1 of the first shock absorber 2a are connected in series to form a first branch, the third variable resistor R3, the fourth variable resistor R4, and the motor M3 of the third shock absorber 3a are connected in series to form a second branch, the first branch is connected in parallel with the second branch, the positive pole of the first power source D1 is connected to one end of the first switch K1 and one end of the third switch K3, the negative pole of the first power source D1 is connected to one end of the second switch K2 and one end of the fourth switch K6342, the other end of the first switch K4 is connected between the first branch and the other end of the first switch K599, the other end of the second switch K2 and the other end of the third switch K3 are connected between the other end of the first branch and the other end of the second branch.

As shown in fig. 6, the second control circuit includes a second power source D2, a fifth switch K5, a sixth switch K6, a seventh switch K7, an eighth switch K8, a fifth variable resistor R5, a sixth variable resistor R6, a seventh variable resistor R7, and an eighth variable resistor R8, the fifth variable resistor R5, the sixth variable resistor R6, and the motor M2 of the second shock absorber 3a are connected in series to form a third branch, the seventh variable resistor R7, the eighth variable resistor R8, and the motor M4 of the fourth shock absorber 5a are connected in series to form a fourth branch, the third branch is connected in parallel with the fourth branch, the positive pole of the second power source D2 is connected to one end of the fifth switch K5 and one end of the seventh switch K7, the negative pole of the second power source D2 is connected to one end of the sixth switch K6 and one end of the eighth switch K8, the other end of the fifth switch K8 is connected between the first end of the first switch K8 and the other end of the fourth switch K599, the other end of the sixth switch K6 and the other end of the seventh switch K7 are connected between the other end of the third branch and the other end of the fourth branch.

The resistances of the first variable resistor R1, the third variable resistor R3, the fifth variable resistor R5 and the seventh variable resistor R7 are inversely proportional to the traveling speed of the vehicle. That is, the single chip microcomputer adjusts the first, third, fifth, and seventh variable resistors R1, R3, R5, and R7 to smaller resistance values as the traveling speed of the vehicle detected by the speed detection device 100a increases. Thus, the larger the current passing through motor M1, motor M2, motor M3 and motor M4, the larger the output power of motor M1, motor M2, motor M3 and motor M4.

The resistances of the second variable resistor R2, the fourth variable resistor R4, the sixth variable resistor R6 and the eighth variable resistor R8 are inversely proportional to the steering angle. That is, the larger the steering angle of the vehicle detected by the steering angle detecting device 200a is, the smaller the resistances of the second variable resistor R2, the fourth variable resistor R4, the sixth variable resistor R6, and the eighth variable resistor R8 are adjusted by the one-chip microcomputer. Thus, the larger the current passing through motor M1, motor M2, motor M3 and motor M4, the larger the output power of motor M1, motor M2, motor M3 and motor M4.

When the steering angle detection device 200a detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device 200a detects that the right steering angle of the vehicle does not exceed a second preset steering angle during the running of the vehicle, the motor M1 of the first damper, the motor M2 of the second damper, the motor M3 of the third damper and the motor M4 of the fourth damper do not operate.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the rotation angle detection device 200a detects that the left steering angle of the vehicle exceeds a first preset steering angle, the motor M1 of the first shock absorber and the motor M3 of the third shock absorber rotate in reverse so that the first shock absorber 2a and the third shock absorber 4a are compressed, and the motor M2 of the second shock absorber and the motor M4 of the fourth shock absorber rotate in forward so that the second shock absorber 3a and the fourth shock absorber 5a are extended.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the turning angle detection device 200a detects that the steering angle of the vehicle to the right exceeds a second preset steering angle, the motor M1 of the first shock absorber and the motor M3 of the third shock absorber rotate forward to stretch the first shock absorber 2a and the third shock absorber 4a, and the motor M2 of the second shock absorber and the motor M4 of the fourth shock absorber rotate backward to compress the second shock absorber 3a and the fourth shock absorber 5 a.

The forward rotation and reverse rotation of the motor M1 and the motor M3 are realized as follows:

when the first switch K1 and the second switch K2 are connected, the third switch K3 and the fourth switch K4 are disconnected, the current passes through the motor M1 and the motor M3 in the forward direction, and the motor M1 and the motor M3 rotate in the forward direction; when the third switch K3 and the fourth switch K4 are connected, the first switch K1 and the second switch K2 are disconnected, the current reversely passes through the motor M1 and the motor M3, and the motor M1 and the motor M3 reversely rotate.

The forward rotation and reverse rotation of the motor M2 and the motor M4 are realized as follows:

when the fifth switch K5 and the sixth switch K6 are connected, the seventh switch K7 and the eighth switch K8 are disconnected, the current passes through the motor M2 and the motor M4 in the forward direction, and the motor M2 and the motor M4 rotate in the forward direction; when the seventh switch K7 and the eighth switch K8 are connected, the fifth switch K5 and the sixth switch K6 are disconnected, the current reversely passes through the motor M2 and the motor M4, and the motor M2 and the motor M4 reversely rotate.

The active tilt driving system of the first embodiment actively controls the frame 1a to tilt left or right through the active tilt driving system when the vehicle is driven and steered, so that the frame 1a can be kept stable when the vehicle is driven and steered, and the vehicle is prevented from rolling over.

In some modifications of the first embodiment, the damper may be interchanged with the corresponding lever. At this time, when the speed detection device 100a detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200a detects that the leftward steering angle of the vehicle exceeds the first preset steering angle, or when the speed detection device 100a detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200a detects that the rightward steering angle of the vehicle exceeds the second preset steering angle, the extending and retracting directions of the shock absorbers in the same steering direction before and after the interchange position are opposite.

Second embodiment

As shown in fig. 7 and 8, a vehicle according to a second embodiment of the present invention is a three-wheel vehicle, and includes a frame 1a, a first damper 2a, a second damper 3a, a third damper 4a, a left driving wheel 6a, a right driving wheel 7a, a first lever 8a, a first box 9a, a first driving motor 10a, a second lever 11a, a second box 12a, a second driving motor 13a, a steering wheel 27a, a third lever 16a, a third box 17a, and a steering motor 28 a.

One end of the first damper 2a is connected to the frame 1a, the other end of the first damper 2a is detachably connected to the first lever 8a, one end of the second damper 3a is connected to the frame 1a, the other end of the second damper 3a is detachably connected to the second lever 11a, one end of the first lever 8a away from the frame 1a is fixedly connected to the first box 9a, the first driving motor 10a is installed on the first box 9a, an output shaft of the first driving motor 10a is connected to the left driving wheel 6a to drive the left driving wheel 6a to rotate, one end of the second lever 11a away from the frame 1a is fixedly connected to the second box 12a, and the second driving motor 13a is installed on the second box 12a, the output shaft of the second driving motor 13a is connected with the right driving wheel 7a to drive the right driving wheel 7a to rotate; one end of the third damper 4a is connected to the frame 1a, the other end of the third damper 4a is detachably connected to the third lever 16a, one end of the third lever 16a away from the frame 1a is fixedly connected to the third box 17a, the steering motor 28a is mounted on the third box 17a, and an output shaft of the steering motor 28a is connected to the steering wheel 27a to drive the steering wheel 27a to steer.

A first rotating shaft 21a is arranged on one side of the frame 1a close to the first lever 8a, and a first supporting point 22a which is rotatably connected to the first rotating shaft 21a is arranged on the first lever 8 a; a second rotating shaft is arranged on one side, close to the second lever 11a, of the rack 1a, and a second fulcrum 23a which is rotatably connected to the second rotating shaft is arranged on the second lever 11 a; a third rotating shaft 24a is provided on the frame 1a on a side close to the third lever 16a, and a third fulcrum 25a rotatably connected to the third rotating shaft 24a is provided on the third lever 16 a.

The first lever 8a is divided into a first long arm and a first short arm by the first fulcrum 22a, the outer end of the first long arm is fixedly connected to the first box 9a, and the length of the first long arm is greater than that of the first short arm; the second lever 11a is divided into a second long arm and a second short arm by the second fulcrum 23a, the outer end of the second long arm is fixedly connected to the second box 12a, and the length of the second long arm is greater than that of the second short arm; the third lever 16a is divided into a third long arm and a third short arm by the third fulcrum 25a, the outer end of the third long arm is fixedly connected to the third box 17a, and the length of the third long arm is greater than that of the third short arm. The first, second, and third short arms may be 0 in length.

The first rotation shaft 21a and the second rotation shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the first fulcrum 22a and the second fulcrum 23a, respectively.

The first lever 8a, the second lever 11a, and the third lever 16a extend in the front-rear direction of the frame 1a, and the first rotation shaft 21a, the second rotation shaft, and the third rotation shaft 24a extend in the left-right direction of the frame 1 a.

A third gear set is arranged in the third box 17a, an output shaft of the steering motor 28a is connected with an input end of the third gear set, and an output end of the third gear set is connected with the steering wheel 27 a. In one embodiment, the third gear set comprises two gears (spur gears or helical gears) in coplanar engagement, one of which is fixed to the output shaft of the steering motor and the other of which is connected to the axle of the steering wheel 27 a. Preferably, in the third gear set, the upper end and the lower end of a gear connected with the axle of the steering wheel 27a are connected with a switching bracket 29a, and the switching bracket 29a is fixed with the axle of the steering wheel 27 a. Thus, the steering motor 28a rotates the switching bracket 29a and the steering wheel 27a integrally through the third gear train.

When the other end of the first damper 2a is detached from the first lever 8a, the entire structure formed by the first lever 8a, the first box 9a, the first driving motor 10a, and the left driving wheel 6a can rotate around the first rotating shaft 21a in a direction approaching the rack 1a, so that the entire structure formed by the first lever 8a, the first box 9a, the first driving motor 10a, and the left driving wheel 6a can be folded and accommodated in the internal space of the rack 1 a; when the other end of the second damper 3a is detached from the second lever 11a, the entire structure formed by the second lever 11a, the second casing 12a, the second driving motor 13a, and the right driving wheel 7a can rotate around the second rotation axis in a direction approaching the rack 1a, so that the entire structure formed by the second lever 11a, the second casing 12a, the second driving motor 13a, and the right driving wheel 7a can be folded and accommodated in the internal space of the rack 1 a; when the other end of the third damper 4a is detached from the third lever 16a, the entire structure formed by the third lever 16a, the third case 17a, the steering motor, and the steering wheel can rotate around the third rotation shaft 24a in a direction approaching the frame 1a, so that the entire structure formed by the third lever 16a, the third case 17a, the steering motor, and the steering wheel can be folded and accommodated in the internal space of the frame 1 a.

Like this, can realize folding the part that outstanding delivery vehicle user state in frame 1a accomodates in frame 1a, realized the collapsible of delivery vehicle, the delivery vehicle volume after folding reduces by a wide margin, is convenient for hand-carry to can be very convenient get into narrow and small spaces such as elevator. The folded state of the carrier is shown in figure 6.

In the second embodiment, the driving wheels are front wheels, and the steering wheels are rear wheels, so that front-driving rear-steering is realized.

In the second embodiment, it is more preferable that one end of the first damper 2a is hinged to the frame 1a, the other end of the first damper 2a is hinged to the first lever 8a, and a distance from a hinge point of the first damper 2a and the first lever 8a to the first fulcrum 22a is smaller than a distance from a hinge point of the first damper 2a and the first lever 8a to the other end (wheel end) of the first lever 8 a. Similarly, one end of the second damper 3a is hinged to the frame 1a, the other end of the second damper 3a is hinged to the second lever 11a, and the distance from the hinge point of the second damper 3a and the second lever 11a to the second fulcrum 23a is smaller than the distance from the hinge point of the second damper 3a and the second lever 11a to the other end (wheel end) of the second lever 11 a. Therefore, the driving wheel can jump up and down in a large range through the lever action of the first lever 8a and the second lever 11a, so that the frame 1a can jump up and down in a small range, and the riding comfort of the carrier is improved.

In the second embodiment, it is more preferable that one end of the third shock absorber 4a is hinged to the frame 1a, the other end of the third shock absorber 4a is hinged to the third lever 16a, and a distance from a hinge point of the third shock absorber 4a and the third lever 16a to the third fulcrum 25a is smaller than a distance from a hinge point of the third shock absorber 4a and the third lever 16a to the other end (wheel end) of the third lever 16 a. Thus, the steering wheel 27a has larger jump through the lever action of the third lever 16a, so that the frame 1a has smaller vertical jump, and the riding comfort of the carrier is improved.

In some modified embodiments of the second embodiment, the dampers (the first damper 2a, the second damper 3a, the third damper 4a) and the corresponding levers (the first lever 8a, the second lever 11a, the third lever 16a) may also be interchanged in position. That is, one end of the damper is connected below the frame 1a, the other end of the damper is connected to a corresponding lever, and the lever is connected above the frame 1 a.

As shown in fig. 9, the vehicle further includes an active pitch drive system, which includes:

a speed detection device 100a for detecting a traveling speed of the vehicle;

In the second embodiment, the tilt control device 300a includes the control mechanism 301a, the first damper 2a, the second damper 3a, and the third damper 4 a.

The first damper 2a is connected between the frame 1a and the left driving wheel 6a, the second damper 3a is connected between the frame 1a and the right driving wheel 7a, and the third damper 4a is connected between the frame 1a and the left steering wheel 14 a.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the corner detection device 200a detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism 301a controls the first damper 2a to compress and controls the second damper 3a and the third damper 4a to stretch, so that the rack 1a assumes a posture with a lower left and a higher right, and at this time, the compression speed of the first damper 2a and the stretching speeds of the second damper 3a and the third damper 4a are both in direct proportion to the running speed and the steering angle of the vehicle.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the steering angle detection device 200a detects that the right steering angle of the vehicle exceeds a second preset steering angle, the control mechanism 301a controls the first damper 2a and the third damper 4a to stretch and controls the second damper 3a to compress, so that the frame 1a assumes a posture of high left and low right, and at this time, the stretching speed of the first damper 2a and the third damper 4a and the compression speed of the second damper 3a are both in direct proportion to the running speed and the steering angle of the vehicle.

In the second embodiment, the first damper 2a, the second damper 3a and the third damper 4a are all the motor spring damper 400a in the first embodiment, the motor spring damper 400a includes a damper cylinder 401a, a damper spring 402a, a damper post 403a, a motor 404a, a threaded rod 405a, a threaded rod nut slider 406a and a slide rail 407a, the damper spring 402a, the damper post 403a, the motor 404a, the threaded rod 405a, the threaded rod nut slider 406a and the slide rail 407a are disposed in the damper cylinder 401a, the slide rail 407a is fixedly disposed on the inner wall of the damper cylinder 401a, the housing of the motor 404a is slidably disposed in the slide rail 407a, the threaded rod 405a is connected to the output shaft of the motor 404a, the threaded rod nut slider 406a is in threaded engagement with the threaded rod 405a, the outer surface of the nut slider 406a is in sliding contact with the slide rail 407a, the slide rail 407a limits the rotation of the threaded rod nut slide block 406a, the damping post 403a is connected to the threaded rod nut slide block 406a, one end of the damping post 403a extends out of the damping cylinder 401a and is connected to the frame 1a, one end of the damping spring 402a is connected to the inner end of the motor 404a, and the other end of the damping spring 402a is connected to the inner side of the bottom end of the damping cylinder 401 a.

The damper cylinder 401a is connected to the corresponding lever at the outer side of the bottom end thereof, that is, the damper cylinder 401a of the first damper 2a is connected to the first lever 8a at the outer side of the bottom end thereof, the damper cylinder 401a of the second damper 3a is connected to the second lever 11a at the outer side of the bottom end thereof, and the damper cylinder 401a of the third damper 4a is connected to the third lever 16a at the outer side of the bottom end thereof.

In the second embodiment, the control mechanism 301a includes a single chip microcomputer and a motor control system, the single chip microcomputer is respectively connected to the speed detection device 100a and the rotation angle detection device 200a in a communication manner, and sends a control instruction to the motor control system according to the detection results of the speed detection device 100a and the rotation angle detection device 200a, the motor control system includes a first control circuit, a second control circuit, and a third control circuit, and the first control circuit, the second control circuit, and the third control circuit may be integrated on the single chip microcomputer.

The rotation angle detecting device 200a may be a hall sensor disposed on the steered wheels 27 a.

Hereinafter, for the sake of distinction, the motors 404a of the first damper 2a, the second damper 3a, and the third damper 4a are simply referred to as a motor M1, a motor M2, and a motor M3, respectively.

As shown in fig. 10, the first control circuit includes a first power source D1, a first switch K1, a second switch K2, a third switch K3, a fourth switch K4, a first variable resistor R1 and a second variable resistor R2, the first power source D1, the first switch K1, the first variable resistor R1, the motor M1 of the first shock absorber, the second variable resistor R2 and the second switch K2 are connected in series to form a loop, the positive pole of the first power source D1 is connected to one end of the first switch K1 and one end of the fourth switch K4, the negative pole of the first power source D9 is connected to one end of the second switch K2 and one end of the third switch K3, the other end of the first switch K1 is connected between the other end of the third switch K3 and the first variable resistor R1, and the other end of the fourth switch K4 is connected between the other end of the second switch K2 and the second variable resistor R2.

As shown in fig. 11, the second control circuit includes a second power source D2, a fifth switch K5, a sixth switch K6, a seventh switch K7, an eighth switch K8, a third variable resistor R3, and a fourth variable resistor R4, and the second power source D is connected to the second power source DD2A fifth switch K5, a third variable resistor R2, a motor M2 of the second damper, a fourth variable resistor R4 and a sixth switch K6 which are connected in series to form a loop, wherein the second switch K5, the third variable resistor R2, the motor M2 of the second damper and the sixth switch K6 are connected in series to form a loopA positive electrode of a power source D2 is connected to one end of the fifth switch K5 and one end of an eighth switch K8, a negative electrode of the second power source D2 is connected to one end of the sixth switch K6 and one end of a seventh switch K7, the other end of the fifth switch K5 is connected between the other end of the seventh switch K7 and a third variable resistor R3, and the other end of the eighth switch K8 is connected between the other end of the sixth switch K6 and a fourth variable resistor R4.

As shown in fig. 12, the third control circuit includes a third power source D3, a ninth switch K9, a tenth switch K10, an eleventh switch K11, a twelfth switch K12, a fifth variable resistor R5, and a sixth variable resistor R6, the third power supply D3, the ninth switch K9, the fifth variable resistor R5, the motor M3 of the third damper, the sixth variable resistor R6 and the tenth switch K10 are connected in series to form a loop, the anode of the third power source D3 is connected to one end of the ninth switch K9 and one end of the twelfth switch K12, a negative electrode of the third power source D3 is connected to one end of the tenth switch K10 and one end of an eleventh switch K11, the other end of the ninth switch K9 is connected between the other end of the eleventh switch K11 and the fifth variable resistor R5, the other end of the twelfth switch K12 is connected between the other end of the tenth switch K10 and the sixth variable resistor R6.

The resistances of the first variable resistor R1, the third variable resistor R3 and the fifth variable resistor R5 are inversely proportional to the traveling speed of the vehicle. That is, the single chip microcomputer adjusts the resistances of the first variable resistor R1, the third variable resistor R3, and the fifth variable resistor R5 to be smaller as the vehicle speed detected by the speed detection device 100a is higher. Thus, the larger the current passing through motor M1, motor M2, and motor M3, the larger the output power of motor M1, motor M2, and motor M3.

The resistance values of the second variable resistor R2, the fourth variable resistor R4 and the sixth variable resistor R6 are inversely proportional to the steering angle. That is, the single chip microcomputer adjusts the second variable resistor R2, the fourth variable resistor R4, and the sixth variable resistor R6 to smaller resistance values as the steering angle of the vehicle detected by the steering angle detecting device 200a is larger. Thus, the larger the current passing through motor M1, motor M2, and motor M3, the larger the output power of motor M1, motor M2, and motor M3.

When the steering angle detection device 200a detects that the leftward steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device 200a detects that the rightward steering angle of the vehicle does not exceed a second preset steering angle during vehicle traveling, the motor M1 of the first damper, the motor M2 of the second damper, and the motor M3 of the third damper do not operate.

When the speed detection device 100a detects that the running speed of the vehicle is greater than the preset value and the rotation angle detection device 200a detects that the left steering angle of the vehicle exceeds the first preset steering angle, the motor M1 of the first shock absorber rotates reversely to cause the first shock absorber 2a to compress, and the motors M2 and M3 of the second and third shock absorbers rotate forwardly to cause the second and

third shock absorbers

3a and 4a to stretch.

When the speed detection device 100a detects that the running speed of the vehicle is greater than a preset value and the rotation angle detection device 200a detects that the steering angle of the vehicle to the right exceeds a second preset steering angle, the motor M1 of the first shock absorber and the motor M3 of the third shock absorber rotate forward to stretch the first shock absorber 2a and the third shock absorber 4a, and the motor M2 of the second shock absorber rotates backward to compress the second shock absorber 3 a.

The principle of the active tilt drive system of the second embodiment is as follows:

when the vehicle runs, when the steering angle detection device 200a detects that the leftward steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device 200a detects that the rightward steering angle of the vehicle does not exceed a second preset steering angle, the vehicle is indicated to run forward or nearly run forward, all switches of the first control circuit, the second control circuit and the third control circuit are all turned off, the first shock absorber 2a, the second shock absorber 3a and the third shock absorber 4a are located at middle original positions, and the rack 1a is parallel to the road surface.

When the speed detecting device 100a detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detecting device 200a detects that the leftward steering angle of the vehicle exceeds the first preset steering angle (indicating that the vehicle is in a left-steering state during traveling), the fifth switch K5 and the sixth switch K6 in the second control circuit and the ninth switch K9 and the tenth switch K10 in the third control circuit are connected, the seventh switch K7 and the eighth switch K8 in the second control circuit and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are disconnected, the first switch K1 and the second switch K2 in the first control circuit are disconnected, the third switch K3 and the fourth switch K4 in the first control circuit are connected, at this time, the motor M2 and the motor M3 rotate forward to extend the second shock absorber 3a and the third shock absorber 4a, and the motor M1 rotates backward to compress the first shock absorber 2 a. The frame 1a is in a low left and high right attitude.

When the vehicle returns from left turn to forward driving, at this time, the fifth switch K5 and the sixth switch K6 in the second control circuit and the ninth switch K9 and the tenth switch K10 in the third control circuit are turned off, the seventh switch K7 and the eighth switch K8 in the second control circuit and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are turned on, the first switch K1 and the second switch K2 in the first control circuit are turned on, the third switch K3 and the fourth switch K4 in the first control circuit are turned off, and at this time, the second damper 3a and the third damper 4a are compressed (shortened), and the first damper 2a is extended (elongated). The rack 1a returns to the horizontal state from the low left state to the high right state.

When the speed detection device 100a detects that the running speed of the vehicle is greater than the preset value and the steering angle detection device 200a detects that the steering angle of the vehicle to the right exceeds the second preset steering angle (indicating that the vehicle is in a right steering state during running), at this time, the first switch K1, the second switch K2 in the first control circuit, and the ninth switch K9, and the tenth switch K10 in the third control circuit are connected, the third switch K3, the fourth switch K4 in the first control circuit, and the eleventh switch K11, and the twelfth switch K12 in the third control circuit are connected, the fifth switch K5, and the sixth switch K6 in the second control circuit are disconnected, the seventh switch K7, and the eighth switch K8 are connected, at this time, the motor M1 of the first shock absorber and the motor M3 of the third shock absorber are connected such that the first forward rotation shock absorber 2a and the third shock absorber 3a are stretched, the motor of the second damper 3a is reversed to compress the second damper 3 a. The frame 1a is in a posture of high right and low left.

When the vehicle returns to the forward direction from the right turn, at this time, the first switch K1 and the second switch K2 in the first control circuit and the ninth switch K9 and the tenth switch K10 in the third control circuit are turned off, the third switch K3 and the fourth switch K4 in the first control circuit and the eleventh switch K11 and the twelfth switch K12 in the third control circuit are turned on, the fifth switch K5 and the sixth switch K6 in the second control circuit are turned on, the seventh switch K7 and the eighth switch K8 are turned off, the motor M1 and the motor M3 are rotated in the reverse direction so that the first damper 2a and the third damper 4a are compressed, and the motor M2 is rotated in the forward direction so that the second damper 3a is stretched. The rack 1a is returned to the horizontal state from the state of high left to low right.

In some modifications of the second embodiment, the damper may be interchanged with the corresponding lever. At this time, when the speed detection device 100a detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200a detects that the leftward steering angle of the vehicle exceeds the first preset steering angle, or when the speed detection device 100a detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200a detects that the rightward steering angle of the vehicle exceeds the second preset steering angle, the extending and retracting directions of the shock absorbers in the same steering direction before and after the interchange position are opposite.

Third embodiment

As shown in fig. 13 to 22, a vehicle according to a third embodiment of the present invention is a four-wheel vehicle, and includes a frame 1, a first damper 2, a second damper 3, a third damper 4, a fourth damper 5, a left driving wheel 6, a right driving wheel 7, a travel drive system, a left steering wheel 8, a right steering wheel 9, and a steering drive system.

The driving system comprises a power device, a driving shaft 10, a first torque transmission mechanism and a second torque transmission mechanism, wherein the first torque transmission mechanism comprises a first telescopic universal joint 11, a first hollow lever 13 and a first transmission shaft 15, the second torque transmission mechanism comprises a second telescopic universal joint 12, a second hollow lever 14 and a second transmission shaft 16, the driving shaft 10 extends along the left-right direction of the frame 1, the first hollow lever 13 and the second hollow lever 14 extend along the front-back direction of the frame 1, the first transmission shaft 15 is rotatably supported in the first hollow lever 13, the second transmission shaft 16 is rotatably supported in the second hollow lever 14, one end of the first damper 2 is connected to the frame 1, the other end of the first damper 2 is connected to the first hollow lever 13, one end of the second damper 3 is connected to the frame 1, the other end of the second damper 3 is connected to the second hollow lever 14.

One end of the first telescopic universal joint 11 is connected with the left end of the driving shaft 10, the other end of the first telescopic universal joint 11 is connected with one end of the first transmission shaft 15, and the other end of the first transmission shaft 15 is connected with the left driving wheel 6; one end of the second telescopic universal joint 12 is connected with the right end of the driving shaft 10, the other end of the second telescopic universal joint 12 is connected with one end of the second transmission shaft 16, and the other end of the second transmission shaft 16 is connected with the right driving wheel 7.

A first rotating shaft 31 and a second rotating shaft which are parallel to the driving shaft 10 are arranged on the frame 1, a first supporting point 27 which is rotatably connected to the first rotating shaft 31 is arranged on the first hollow lever 13, the first hollow lever 13 is divided into a first long arm which is far away from the first telescopic universal joint 11 and a first short arm which is close to the first telescopic universal joint 11 by the first supporting point 27, and the length of the first long arm is greater than that of the first short arm; the second hollow lever 14 is provided with a second fulcrum 28 rotatably connected to the second rotating shaft, and the second hollow lever 14 is divided by the second fulcrum 28 into a second long arm far away from the second telescopic universal joint 12 and a second short arm close to the second telescopic universal joint 12, and the length of the second long arm is greater than that of the second short arm.

The power device is used for driving the driving shaft 10 to rotate, the rotation of the driving shaft 10 is transmitted to the left driving wheel 6 through the first telescopic universal joint 11 and the first transmission shaft 15, so as to drive the left driving wheel 6 to rotate, and the rotation of the driving shaft 10 is transmitted to the right driving wheel 7 through the second telescopic universal joint 12 and the second transmission shaft 16, so as to drive the right driving wheel 7 to rotate.

The steering driving system comprises a steering handle 17, a steering gear set 18, a longitudinal transmission shaft 19, a transverse transmission shaft 20, a third torque transmission mechanism and a fourth torque transmission mechanism, the third torque transmission mechanism comprises a third telescopic universal joint 21, a third hollow lever 23 and a third transmission shaft 25, the fourth torque transmission mechanism comprises a fourth telescopic universal joint 22, a fourth hollow lever 24 and a fourth transmission shaft 26, the transverse transmission shaft 20 extends along the left-right direction of the rack 1, the longitudinal transmission shaft 19, the third hollow lever 23 and the fourth hollow lever 24 extend along the front-back direction of the rack 1, the third transmission shaft 25 is rotatably supported in the third hollow lever 23, the fourth transmission shaft 26 is rotatably supported in the fourth hollow lever 24, one end of the third damper 4 is connected to the rack 1, and the other end of the third damper 4 is connected to the third hollow lever 23, one end of the fourth damper 5 is connected to the frame 1, and the other end of the fourth damper 5 is connected to the fourth hollow lever 24.

One end of the third telescopic universal joint 21 is connected with the left end of the transverse transmission shaft 20, the other end of the third telescopic universal joint 21 is connected with one end of a third transmission shaft 25, and the other end of the third transmission shaft 25 is connected with the left steering wheel 8; one end of the fourth telescopic universal joint 22 is connected with the right end of the transverse transmission shaft 20, the other end of the fourth telescopic universal joint 22 is connected with one end of the fourth transmission shaft 26, and the other end of the fourth transmission shaft 26 is connected with the right steering wheel 9.

A third rotating shaft 32 and a fourth rotating shaft which are parallel to the transverse transmission shaft 20 are arranged on the frame 1, a third pivot 29 which is rotatably connected to the third rotating shaft 32 is arranged on the third hollow lever 23, the third hollow lever 23 is divided into a third long arm far away from the third telescopic universal joint 21 and a third short arm close to the third telescopic universal joint 21 by the third pivot 29, and the length of the third long arm is greater than that of the third short arm; the fourth hollow lever 24 is provided with a fourth fulcrum 30 rotatably connected to the fourth rotating shaft, the fourth hollow lever 24 is divided by the fourth fulcrum 30 into a fourth long arm far away from the fourth telescopic universal joint 22 and a fourth short arm close to the fourth telescopic universal joint 22, and the length of the fourth long arm is greater than that of the fourth short arm. The third rotation shaft 32 may be formed of a single shaft, or may be formed of two shafts that are rotatably engaged with the third fulcrum 29 and the fourth fulcrum 30, respectively.

The first rotation shaft 31 and the second rotation shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the first fulcrum 27 and the second fulcrum 28, respectively. The third rotation shaft 32 and the fourth rotation shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the third fulcrum 29 and the fourth fulcrum 30, respectively.

The steering gear set 18 is connected between the lower end of the steering handle 17 and one end of the longitudinal transmission shaft 19, the other end of the longitudinal transmission shaft 19 is connected with the transverse transmission shaft 20 through a reversing gear set 45, the rotation of the steering handle 17 is transmitted to the left steering wheel 8 through the steering gear set 18, the longitudinal transmission shaft 19, the reversing gear set 45, the transverse transmission shaft 20, the third telescopic universal joint 21 and the third transmission shaft 25, and the rotation of the steering handle 17 is transmitted to the right steering wheel 9 through the steering gear set 18, the longitudinal transmission shaft 19, the reversing gear set 45, the transverse transmission shaft 20, the fourth telescopic universal joint 22 and the fourth transmission shaft 26, so that the left steering wheel 8 and the right steering wheel 9 are driven to synchronously steer.

The power device comprises a pedal 33, a first chain wheel 34, a second chain wheel 35 and a chain 36, wherein the chain 36 is wound on the first chain wheel 34 and the second chain wheel 35, the pedal 33 is fixed on two sides of the first chain wheel 34, the second chain wheel 35 is fixed on the driving shaft 10, and a driver steps on the pedal 33 to drive the first chain wheel 34 to rotate and drives the driving shaft 10 to rotate through the chain 36 and the second chain wheel 35.

The other end of the first damper 2 is detachably connected to the first hollow lever 13, and the other end of the second damper 3 is detachably connected to the second hollow lever 14; when the other end of the first damper 2 is detached from the first hollow lever 13 and the other end of the second damper 3 is detached from the second hollow lever 14, the whole structure formed by the first hollow lever 13, the first transmission shaft 15, the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right driving wheel 7 can rotate around the first rotation shaft 31 and the second rotation shaft in a direction approaching the rack 1, so that the whole structure formed by the first hollow lever 13, the first transmission shaft 15, the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right driving wheel 7 can be folded and accommodated in the inner space of the rack 1.

The other end of the third damper 4 is detachably connected to the third hollow lever 23, and the other end of the fourth damper 5 is detachably connected to the fourth hollow lever 24; when the other end of the third damper 4 is detached from the third hollow lever 23 and the other end of the fourth damper 5 is detached from the fourth hollow lever 24, the left steering wheel 8 and the right steering wheel 9 can be folded because the two sections of the third telescopic universal joint 21 and the fourth telescopic universal joint 22 are separated when folded.

In the third embodiment, the first telescopic universal joint 11, the second telescopic universal joint 12, and the drive shaft 10 are coaxially disposed. The carrier still includes first gear train 37, second gear train 38, third gear train 39 and fourth gear train 40, first gear train 37 is connected the other end of first flexible universal joint 11 with between the one end of first transmission shaft 15, second gear train 38 is connected the other end of first transmission shaft 15 with between the left side drive wheel 6, third gear train 39 is connected the other end of second flexible universal joint 12 with between the one end of second transmission shaft 16, fourth gear train 40 is connected the other end of second transmission shaft 16 with between the right side drive wheel 7.

The first gear set 37 includes two orthogonally engaged bevel gears, one of which is fixed to one end of the first transmission shaft 15 and the other of which is fixed to the other end of the first telescopic universal joint 11, and a first gear case is provided outside the first gear set 37 to accommodate the first gear set 37, which is fixed to the first hollow lever 13. Thus, when folded, the first gearbox can rotate together with the first hollow lever 13. Similarly, the third gear set 39 comprises two orthogonally engaged bevel gears, one of which is fixed to one end of the second drive shaft 16, the other of which is fixed to the other end of the second telescopic universal joint 12, and a third gear box is provided outside the third gear set 39 to accommodate the third gear set 39, which is fixed to the second hollow lever 14. Thus, when folded, the third gearbox can rotate together with the second hollow lever 14.

The second gear set 38 comprises two orthogonally engaged bevel gears, one of which is fixed to the other end of the first transmission shaft 15, the other of which is fixed to the axle of the left driving wheel 6, and a second gear box is provided outside the second gear set 38 to accommodate the second gear set 38, the second gear box being fixed to the first hollow lever 13. Similarly, the fourth gear set 40 comprises two orthogonally engaged bevel gears, one of which is fixed to the other end of the second transmission shaft 16 and the other of which is fixed to the axle of the right driving wheel 7, and a fourth gear box is provided outside the fourth gear set 40 to accommodate the fourth gear set 40, which is fixed to the second hollow lever 14.

In the third embodiment, the included angles a1 between the third telescopic universal joint 21 and the fourth telescopic universal joint 22 and the downward hanging line L1 of the transverse transmission shaft 20 are smaller than 45 degrees (as shown in fig. 14). the vehicle further includes a fifth gear set 41, a sixth gear set 42, a seventh gear set 43 and an eighth gear set 44, the fifth gear set 41 is connected between one end of the third telescopic universal joint 21 and the left end of the transverse transmission shaft 20, the sixth gear set 42 is connected between the other end of the third transmission shaft 25 and the left steering wheel 8, the seventh gear set 43 is connected between one end of the fourth telescopic universal joint 22 and the right end of the transverse transmission shaft 20, and the eighth gear set 44 is connected between the other end of the fourth transmission shaft 26 and the right steering wheel 9.

The fifth gear set 41 comprises two orthogonally engaged bevel gears, one of which is fixed at the left end of the transverse transmission shaft 20, the other of which is fixed at one end of the third telescopic universal joint 21, and a fifth gear box is arranged outside the fifth gear set 41 to accommodate the fifth gear set 41, and the fifth gear box is fixed with the frame 1. When folded, the two sections of the third telescopic gimbal 21 can be separated from each other to avoid interference when folded. Similarly, the seventh gear set 43 comprises two orthogonally engaged bevel gears, one of which is fixed at the right end of the transverse transmission shaft 20, the other of which is fixed at one end of the fourth telescopic universal joint 22, and a seventh gear box is arranged outside the seventh gear set 43 to accommodate the seventh gear set 43, and the seventh gear box is fixed with the frame 1. When folded, the two sections of the fourth telescopic gimbal 22 can be separated from each other to avoid interference when folded.

The sixth gear set 42 is a worm gear mechanism, the worm is fixed on the third transmission shaft 25, the worm wheel is fixed on the wheel axle of the left steering wheel 8, a sixth gear box is arranged outside the sixth gear set 42 to accommodate the sixth gear set 42, and the sixth gear box is fixed with the third hollow lever 23. The worm rotates together with the third transmission shaft 25 and drives the worm wheel engaged therewith to rotate horizontally, so as to achieve horizontal steering of the left steering wheel 8. Preferably, the upper and lower ends of the worm wheel of the sixth gear set 42 are connected to a first transfer bracket 50, and the first transfer bracket 50 is fixed to the axle of the left steering wheel 8. Thus, the worm wheel, the first adapter bracket 50, and the left steering wheel 8 rotate integrally.

Similarly, the eighth gear set 44 is a worm gear mechanism, a worm is fixed on the fourth transmission shaft 26, a worm wheel is fixed on the axle of the right steering wheel 9, an eighth gear box is arranged outside the eighth gear set 44 to accommodate the eighth gear set 44, and the eighth gear box is fixed with the fourth hollow lever 24. The worm rotates together with the fourth transmission shaft 26 and drives the worm wheel meshed with the worm to rotate horizontally, so that the right steering wheel 9 is steered horizontally. Preferably, the upper and lower ends of the worm wheel of the eighth gear set 44 are connected to a second adapter bracket 51, and the second adapter bracket 51 is fixed to the axle of the right steering wheel 9. Thus, the worm wheel, the second adaptor bracket 51, and the right steering wheel 9 rotate integrally.

In the third embodiment, the steering gear set 18 includes a toothed plate 1801 and a toothed shaft 1802, which are engaged with each other, the toothed plate 1801 is connected to the lower end of the steering handle 17, and the toothed shaft 1802 is fixed to or integrally formed with one end of the longitudinal transmission shaft 19.

In the third embodiment, the reversing gear set 45 is a worm gear and worm mechanism, a worm wheel 4501 is fixed on the transverse transmission shaft 20, and a worm 4502 is fixed on or integrally formed with the other end of the longitudinal transmission shaft 19. The worm 4502 of the reversing gear set 45 rotates together with the longitudinal transmission shaft 19 and drives the worm wheel 4501 engaged with the worm to rotate, so that the torque of the longitudinal transmission shaft 19 is transmitted to the transverse transmission shaft 20.

In the third embodiment, a differential 46 is disposed in the middle of the driving shaft 10, the driving shaft 10 includes a left half shaft connected to the left side of the differential 46 and a right half shaft connected to the right side of the differential 46, and the power provided by the power device is distributed to the left half shaft and the right half shaft via the differential 46. Preferably, the second sprocket 35 is fixed to or integrally formed with the differential 46.

In the third embodiment, an oil pump driving gear 47 may be further disposed on the driving shaft 10, and the oil pump driving gear 47 may drive an external gear pump.

In the third embodiment, the frame 1 has a frame structure formed by welding a plurality of tubular beams. The bottom of the frame 1 is fully open for folding and the top of the frame 1 can be provided with seats. The driving shaft 10, the longitudinal transmission shaft 19, the transverse transmission shaft 20, the steering handle 17 and the like can be rotatably supported on the frame 1 through a bracket provided with a bearing. These brackets are fixed to the frame 1. And a tubular beam is arranged on the frame 1 at the position connected with the brackets.

In the third embodiment, the first transmission shaft 15 is rotatably supported in the first hollow lever 13 by a first bearing, an inner ring of the first bearing is fixed to an outer circumference of the first transmission shaft 15, and an outer ring of the first bearing is fixed to an inner wall of the first hollow lever 13. The second transmission shaft 16 is rotatably supported in the second hollow lever 14 through a second bearing, an inner ring of the second bearing is fixed on the outer periphery of the second transmission shaft 16, and an outer ring of the second bearing is fixed on the inner wall of the second hollow lever 14. The third transmission shaft 25 is rotatably supported in the third hollow lever 23 through a third bearing, an inner ring of the third bearing is fixed on the periphery of the third transmission shaft 25, and an outer ring of the third bearing is fixed on the inner wall of the third hollow lever 23. The fourth transmission shaft 26 is rotatably supported in the fourth hollow lever 24 through a fourth bearing, an inner ring of the fourth bearing is fixed on the outer periphery of the fourth transmission shaft 26, and an outer ring of the fourth bearing is fixed on the inner wall of the fourth hollow lever 24.

In the third embodiment, the machine frame 1 is provided with an avoidance vacancy at a position above the first hollow lever 13, the second hollow lever 14, the third hollow lever 23 and the fourth hollow lever 24. So that the first hollow lever 13, the second hollow lever 14, the third hollow lever 23 and the fourth hollow lever 24 do not interfere with the frame 1 when folded.

In the third embodiment, the driving wheels are front wheels, and the steering wheels are rear wheels, so that front-driving rear-steering is realized.

The telescopic universal joint adopted in the article is an existing product, two sections of the telescopic universal joint are connected through a spline, one section provided with a spline shaft can slide relative to the other section provided with a spline hole, and therefore the telescopic universal joint can stretch out and draw back. When one section provided with the spline shaft is separated from the spline hole, the two sections of the telescopic universal joint are separated from each other. During installation, the two separate segments need to be reconnected.

According to the vehicle of the third embodiment of the present invention, when the driving wheels (the left driving wheel 6 and the right driving wheel 7) jump up and down, the first transmission shaft 15 and the first hollow lever 13 rotate integrally about the first fulcrum 27, since the first hollow lever 13 is divided by the first fulcrum 27 into a first long arm, which is closer to the left driving wheel 6, and a first short arm, which is closer to the first telescopic universal joint 11, the length of the first long arm is greater than the length of the first short arm, and, therefore, according to the lever principle, the up-and-down movement amplitude of one end of the first hollow lever 13 close to the first telescopic universal joint 11 is smaller than the up-and-down movement amplitude of one end of the first hollow lever 13 close to the left driving wheel 6, the first telescopic universal joint 11 has smaller up-and-down movement amplitude when the left driving wheel 6 has large up-and-down jumping, and the problem that the driving shaft 10 transmits torque through the first transmission shaft 15 (the first hollow lever 13) which moves up and down through the first telescopic universal joint 11 is well solved. Similarly, the up-and-down movement amplitude of the end of the second hollow lever 14 close to the second telescopic universal joint 12 is smaller than the up-and-down movement amplitude of the end of the second hollow lever 14 close to the right driving wheel 7, so that the second telescopic universal joint 12 has only a smaller up-and-down movement amplitude when the right driving wheel 7 has a larger up-and-down jump, and the problem that the driving shaft 10 transmits torque through the second transmission shaft 16 (the second hollow lever 14) of the second telescopic universal joint 12 moving up and down is well solved. Here, it is more preferable that one end of the first damper 2 is hinged to the frame 1, the other end of the first damper 2 is hinged to the first hollow lever 13, and a distance from a hinge point of the first damper 2 and the first hollow lever 13 to the first fulcrum 27 is smaller than a distance from a hinge point of the first damper 2 and the first hollow lever 13 to the other end (wheel end) of the first hollow lever 13. Similarly, one end of the second damper 3 is hinged on the frame 1, the other end of the second damper 3 is hinged on the second hollow lever 14, and the distance from the hinge point of the second damper 3 and the second hollow lever 14 to the second fulcrum 28 is smaller than the distance from the hinge point of the second damper 3 and the second hollow lever 14 to the other end (wheel end) of the second hollow lever 14. Therefore, the driving wheel can greatly jump through the lever action of the first hollow lever 13 and the second hollow lever 14, so that the frame 1 can only jump up and down with a small amplitude, and the riding comfort of the carrier is improved.

In addition, when the steering wheels (the left steering wheel 8 and the right steering wheel 9) jump up and down, the third transmission shaft 25 and the third hollow lever 23 rotate around the third pivot 29 as a whole, since the third hollow lever 23 is divided by the third fulcrum 29 into a third long arm near the left steering wheel 8 and a third short arm near the third telescopic joint 21, the length of the third long arm being greater than that of the third short arm, and therefore, according to the lever principle, the vertical movement amplitude of one end of the third hollow lever 23 close to the third telescopic universal joint 21 is smaller than the vertical movement amplitude of one end of the third hollow lever 23 close to the left steering wheel 8, the third telescopic universal joint 21 has a smaller up-and-down movement amplitude when the left steering wheel 8 has a larger up-and-down jump, so that the problem that the transverse transmission shaft 20 transmits torque through the third transmission shaft 25 (the third hollow lever 23) which moves up and down through the third telescopic universal joint 21 is well solved. Similarly, the up-and-down movement amplitude of the end of the fourth hollow lever 24 close to the fourth telescopic universal joint 22 is smaller than the up-and-down movement amplitude of the end of the fourth hollow lever 24 close to the right steering wheel 9, so that the fourth telescopic universal joint 22 has a smaller up-and-down movement amplitude when the right steering wheel 9 has a larger up-and-down jump, and the problem that the transverse transmission shaft 20 transmits torque through the fourth transmission shaft 26 (the fourth hollow lever 24) of the fourth telescopic universal joint 22. Here, it is more preferable that one end of the third damper 4 is hinged to the frame 1, the other end of the third damper 4 is hinged to the third hollow lever 23, and a distance from a hinge point of the third damper 4 and the third hollow lever 23 to the third fulcrum 29 is smaller than a distance from a hinge point of the third damper 4 and the third hollow lever 23 to the other end (wheel end) of the third hollow lever 23. Similarly, one end of the fourth shock absorber 5 is hinged on the frame 1, the other end of the fourth shock absorber 5 is hinged on the fourth hollow lever 24, and the distance from the hinge point of the fourth shock absorber 5 and the fourth hollow lever 24 to the fourth fulcrum 30 is smaller than the distance from the hinge point of the fourth shock absorber 5 and the fourth hollow lever 24 to the other end (wheel end) of the fourth hollow lever 24. Therefore, the steering wheel can greatly jump through the lever action of the third hollow lever 23 and the fourth hollow lever 24, so that the rack 1 can only jump up and down with a small amplitude, and the riding comfort of the carrier is improved.

In addition, when the other end of the first damper 2 is detached from the first hollow lever 13 and the other end of the second damper 3 is detached from the second hollow lever 14, the entire structure composed of the first hollow lever 13, the first transmission shaft 15, the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right driving wheel 7 can rotate in a direction approaching the rack 1 around the first rotation shaft 31 and the second rotation shaft, so that the entire structure composed of the first hollow lever 13, the first transmission shaft 15, the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16 and the right driving wheel 7 can be folded and accommodated in the internal space of the rack 1.

When the foldable vehicle is folded, the two sections of the third telescopic universal joint 21 and the two sections of the fourth telescopic universal joint 22 can be separated from each other, and the whole structure formed by the third hollow lever 23, the third transmission shaft 25 and the left steering wheel 8 can be independently rotated and folded relative to the whole structure formed by the fourth hollow lever 24, the fourth transmission shaft 26 and the right steering wheel 9. That is, the entire structure of the third hollow lever 23, the third transmission shaft 25, and the left steering wheel 8 is independently folded and accommodated in the housing 1, and the entire structure of the fourth hollow lever 24, the fourth transmission shaft 26, and the right steering wheel 9 is independently folded and accommodated in the housing 1.

Like this, can realize folding the part of outstanding in frame 1 and accomodate in frame 1, realized the collapsible of carrier, the carrier volume after folding reduces by a wide margin, is convenient for hand-carry to can be very convenient get into in narrow and small spaces such as elevator. The folded carrier is shown in figure 19.

In some modified embodiments of the third embodiment, the power device may also adopt a non-manual driving device such as an electric motor. The motor can directly drive the driving shaft 10 to rotate through the speed reducer.

In some modifications of the third embodiment, the power unit may also be driven by gears or belts instead of the chain 36 as described above.

In some modified embodiments of the third embodiment, the driving wheel can also be a rear wheel, and the steering wheel is a front wheel, so that front-to-rear driving is realized.

In some modifications of the third embodiment, the damper may also be interchanged with the hollow lever. Namely, one end of the shock absorber is connected below the frame, the other end of the shock absorber is connected with the hollow lever, and the hollow lever is connected above the frame.

Furthermore, as shown in fig. 20, the vehicle further includes an active lean drive system including:

a speed detection device 100 for detecting a traveling speed of the vehicle;

a steering angle detection device 200 for detecting a steering angle of the vehicle;

the tilt control device 300, when the speed detection device 100 detects that the running speed of the vehicle is greater than the preset value and the corner detection device 200 detects that the left steering angle of the vehicle exceeds the first preset steering angle, the tilt control device 300 controls the frame 1 to present a posture of low left and high right; when the speed detection device 100 detects that the running speed of the vehicle is greater than a preset value and the turning angle detection device 200 detects that the right steering angle of the vehicle exceeds a second preset steering angle, the tilt control device 300 controls the rack 1 to assume a posture of high left and low right.

In the third embodiment, the tilt control device 300 includes a control mechanism 301, the first damper 2, the second damper 3, the third damper 4, and the fourth damper 5.

When the speed detection device 100 detects that the running speed of the vehicle is greater than a preset value and the corner detection device 200 detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism 301 controls the first damper 2 and the third damper 4 to compress and controls the second damper 3 and the fourth damper 5 to stretch, so that the rack 1 assumes a posture of low left and high right, and at this time, the compression speed of the first damper 2 and the third damper 4 and the stretching speed of the second damper 3 and the fourth damper 5 are both in direct proportion to the running speed and the steering angle of the vehicle.

When the speed detection device 100 detects that the running speed of the vehicle is greater than a preset value and the steering angle detection device 200 detects that the right steering angle of the vehicle exceeds a second preset steering angle, the control mechanism 301 controls the first damper 2 and the third damper 4 to stretch and controls the second damper 3a and the fourth damper 5 to compress, so that the rack 1a assumes a posture of high left and low right, and at this time, the stretching speed of the first damper 2 and the third damper 4 and the compression speed of the second damper 3 and the fourth damper 5 are both in direct proportion to the running speed and the steering angle of the vehicle.

In a third embodiment, as shown in fig. 21, each of the first damper 2, the second damper 3, the third damper 4, and the fourth damper 5 is a cylinder spring damper 400, the cylinder spring damper 400 includes a damper cylinder 401, a damper spring 402, a cylinder 403, and a slide rail 404, the damper spring 402, the cylinder 403, and the slide rail 404 are disposed in the damper cylinder 401, the slide rail 404 is fixedly disposed on an inner wall of the damper cylinder 401, a cylinder body of the cylinder 403 is slidably disposed in the slide rail 404, a piston 4031 of the cylinder 403 extends out of the damper cylinder 401, one end of the damper spring 402 is connected to an inner end of the cylinder 403, and the other end of the damper spring 402 is connected to a bottom end of the damper cylinder 401.

The outer sides of the bottom ends of the vibration reduction cylinders 401 are connected to the corresponding hollow levers, that is, the outer sides of the bottom ends of the vibration reduction cylinders 401 of the first vibration absorbers 2 are connected to the first hollow lever 13, the outer sides of the bottom ends of the vibration reduction cylinders 401 of the second vibration absorbers 3 are connected to the second hollow lever 14, the outer sides of the bottom ends of the vibration reduction cylinders 401 of the third vibration absorbers 4 are connected to the third hollow lever 23, and the outer sides of the bottom ends of the vibration reduction cylinders 401 of the fourth vibration absorbers 5 are connected to the fourth hollow lever 24.

The control mechanism 301 includes a single chip microcomputer and a hydraulic control system 500, the single chip microcomputer is respectively connected with the speed detection device 100 and the rotation angle detection device 200 in a communication manner, and sends a control instruction to the hydraulic control system according to the detection results of the speed detection device 100 and the rotation angle detection device 200.

As shown in fig. 22, the hydraulic control system 500 includes a two-way oil pump 501, a left side line 502, a right side line 503, an intermediate line 504, a first valve 505 and a second valve 506, one end of the left side pipe 502 is connected to an opening of the two-way oil pump 501, the other end of the left pipeline 502 is connected with the oil cylinder 403 of the first damper 2 and the third damper 4, one end of the right side pipe 503 is connected to the other opening of the two-way oil pump 501, the other end of the right pipeline 503 is connected with the oil cylinder 403 of the second damper 3 and the fourth damper 5, one end of the intermediate pipe 504 is connected to the left pipe 502, the other end of the intermediate pipe 504 is connected to the right pipe 503, the first valve 505 is disposed on the left-hand line 502 or the right-hand line 503, and the second valve 506 is disposed on the intermediate line 504.

The output power of the bidirectional oil pump 501 is proportional to the running speed of the vehicle, and the opening degree of the first valve 505 is proportional to the steering angle. The speed detection means 100 may be a speed sensor arranged on the axle of the left driving wheel 6, the axle of the right driving wheel 7 or the drive shaft 10. The rotation angle detecting device 200 may be a hall sensor disposed on the toothed disc 1801 or the steering handle 17.

When the steering angle detection device 200 detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device 100 detects that the right steering angle of the vehicle does not exceed a second preset steering angle while the vehicle is running, the first valve 505 is closed, the second valve 506 is opened, and the bidirectional oil pump 501 is closed. Through the intermediate pipe 504, the hydraulic oil in the cylinders 403 of the shock absorbers on both sides freely flows, and balance is maintained.

In this embodiment, the bidirectional oil pump 501 is preferably a gear pump, and an oil pump gear in the bidirectional oil pump 501 is connected to the oil pump drive gear 47 on the drive shaft 10 via an electromagnetic clutch. When the electromagnetic clutch is engaged, the power of the drive shaft 10 drives the oil pump gear in the bidirectional oil pump 501 to rotate through the oil pump drive gear 47 and the electromagnetic clutch, so that the bidirectional oil pump 501 operates, and the faster the vehicle travels, the faster the oil pump gear in the bidirectional oil pump 501 rotates, and the greater the output power of the bidirectional oil pump 501. When the electromagnetic clutch is off, the bidirectional oil pump 501 does not operate.

When the speed detection device 100 detects that the running speed of the vehicle is greater than the preset value and the rotation angle detection device 200 detects that the left steering angle of the vehicle exceeds the first preset steering angle, the second valve 506 is closed, the first valve 505 is opened, the bidirectional oil pump 501 is started, and hydraulic oil flows from the oil cylinders 403 of the first shock absorber 2 and the third shock absorber 4 to the oil cylinders 403 of the second shock absorber 3 and the fourth shock absorber 5 through the bidirectional oil pump 501. The gantry 1 assumes a low left and high right attitude.

When the speed detection device 100 detects that the running speed of the vehicle is greater than the preset value and the steering angle detection device 200 detects that the right steering angle of the vehicle exceeds the second preset steering angle, the second valve 506 is closed, the first valve 505 is opened, the bidirectional oil pump 501 is started, and hydraulic oil flows from the cylinders of the second shock absorber 3 and the fourth shock absorber 5 to the cylinders 403 of the first shock absorber 2 and the third shock absorber 3 through the bidirectional oil pump 501. The gantry 1 assumes a high right-to-high posture.

In some modifications of the third embodiment, the damper may be interchanged with the corresponding lever. At this time, when the speed detection device 100 detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200 detects that the leftward steering angle of the vehicle exceeds the first preset steering angle, or when the speed detection device 100 detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200 detects that the rightward steering angle of the vehicle exceeds the second preset steering angle, the telescopic direction of the shock absorber is opposite to that before the interchange position and that after the interchange position in the same steering direction.

Fourth embodiment (not shown)

A fourth embodiment of the present invention provides an active tilt drive system that differs from the third embodiment in that the cylinder spring damper is replaced with a cylinder spring damper.

The first shock absorber, the second shock absorber, the third shock absorber and the fourth shock absorber are all cylinder spring shock absorbers, each cylinder spring shock absorber comprises a shock absorption barrel, a shock absorption spring, a cylinder and a slide rail, the shock absorption springs, the cylinders and the slide rails are arranged in the shock absorption barrels, the slide rails are fixedly arranged on the inner wall of the shock absorption barrels, cylinder bodies of the cylinders are arranged in the slide rails in a sliding mode, pistons of the cylinders extend out of the shock absorption barrels and are connected to the rack, one ends of the shock absorption springs are connected to the inner ends of the cylinders, and the other ends of the shock absorption springs are connected to the bottom ends of the shock absorption barrels.

The control mechanism comprises a single chip microcomputer and an air pressure control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the rotation angle detection device, the air pressure control system comprises a bidirectional air pump, a left pipeline, a right pipeline, a middle pipeline, a first valve and a second valve, one end of the left pipeline is connected to one opening of the bidirectional air pump, the other end of the left pipeline is connected with cylinders of the first shock absorber and the third shock absorber, one end of the right pipeline is connected to the other opening of the bidirectional air pump, the other end of the right pipeline is connected with cylinders of the second shock absorber and the fourth shock absorber, one end of the middle pipeline is connected to the left pipeline, the other end of the middle pipeline is connected to the right pipeline, and the first valve is arranged on the left pipeline or the right pipeline, the second valve is disposed on the intermediate line.

The output power of the bidirectional air pump is in direct proportion to the running speed of the vehicle, and the opening degree of the first valve is in direct proportion to the steering angle.

When the vehicle runs, the first valve is closed, the second valve is opened, and the bidirectional air pump is closed when the steering angle detection device detects that the leftward steering angle of the vehicle does not exceed a first preset steering angle or the steering angle detection device detects that the rightward steering angle of the vehicle does not exceed a second preset steering angle.

When the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the second valve is closed, the first valve is opened, the bidirectional air pump is started, and air flows from the cylinders of the first shock absorber and the third shock absorber to the cylinders of the second shock absorber and the fourth shock absorber through the bidirectional air pump.

When the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the second valve is closed, the first valve is opened, the bidirectional air pump is started, and air flows from the cylinders of the second shock absorber and the fourth shock absorber to the cylinders of the first shock absorber and the third shock absorber through the bidirectional air pump.

In some modifications of the fourth embodiment, the damper may be interchanged with the corresponding lever. At this time, when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle or when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the telescopic direction of the shock absorber is opposite to that before the interchange position and after the interchange position in the same steering direction.

Fifth embodiment

As shown in fig. 23 to 28, a vehicle according to a fifth embodiment of the present invention is a three-wheel vehicle, and includes a frame 1, a first damper 2, a second damper 3, a third damper 4, a left drive wheel 6, a right drive wheel 7, a travel drive system, a steered wheel 49, and a steering drive system.

One end of the first telescopic universal joint 11 is connected with the left end of the driving shaft 10, the other end of the first telescopic universal joint 11 is connected with one end of the first transmission shaft 15 through a first gear set 37, and the other end of the first transmission shaft 15 is connected with the left driving wheel 6 through a second gear set 38; one end of the second telescopic universal joint 12 is connected with the right end of the driving shaft 10, the other end of the second telescopic universal joint 12 is connected with one end of the second transmission shaft 16 through a third gear set 39, and the other end of the second transmission shaft 16 is connected with the right driving wheel 7 through a fourth gear set 40.

The power device is used for driving the driving shaft 10 to rotate, the rotation of the driving shaft 10 is transmitted to the left driving wheel 6 through the first telescopic universal joint 11, the first gear set 37, the first transmission shaft 15 and the second gear set 38 so as to drive the left driving wheel 6 to rotate, and the rotation of the driving shaft 10 is transmitted to the right driving wheel 7 through the second telescopic universal joint 12, the third gear set 39, the second transmission shaft 16 and the fourth gear set 40 so as to drive the right driving wheel 7 to rotate.

The steering driving system comprises a steering handle 17, a steering gear set 18, a longitudinal transmission shaft 19 and a third torque transmission mechanism, the third torque transmission mechanism comprises a third telescopic universal joint 21, a third hollow lever 23 and a third transmission shaft 25, the longitudinal transmission shaft 19 and the third hollow lever 23 extend along the front-back direction of the rack 1, the third transmission shaft 25 is rotatably supported in the third hollow lever 23, one end of a third damper 4 is connected to the rack 1, and the other end of the third damper 4 is connected to the third hollow lever 23.

The steering gear set 18 is connected between the lower end of the steering handle 17 and one end of the longitudinal transmission shaft 19, the other end of the longitudinal transmission shaft 19 is connected with one end of the third telescopic universal joint 21, the other end of the third telescopic universal joint 21 is connected with one end of the third transmission shaft 25, and the other end of the third transmission shaft 25 is connected with the steering wheel 49 through a transmission gear set 48.

A third rotating shaft 32 perpendicular to the longitudinal transmission shaft 19 is arranged on the frame 1, a third pivot 29 rotatably connected to the third rotating shaft 32 is arranged on the third hollow lever 23, the third hollow lever 23 is divided into a third long arm close to the steering wheel 49 and a third short arm close to the third telescopic universal joint 21 by the third pivot 29, and the length of the third long arm is greater than that of the third short arm.

The rotation of the steering handle 17 is transmitted to the steering wheel 49 through the steering gear set 18, the longitudinal transmission shaft 19, the third telescopic universal joint 21 and the third transmission shaft 25, and the transmission gear set 48, so as to drive the steering wheel 49 to steer.

The other end of the third damper 4 is detachably connected to the third hollow lever 23; when the other end of the third damper 4 is detached from the third hollow lever 23, the entire structure formed by the third hollow lever 23, the third transmission shaft 25 and the steering wheel 49 can rotate around the third rotation shaft 32 in a direction approaching the rack 1, so that the entire structure formed by the third hollow lever 23, the third transmission shaft 25 and the steering wheel 49 can be folded and accommodated in the internal space of the rack 1.

In the fifth embodiment, the first rotation shaft 31 and the second rotation shaft may be the same shaft, or may be two independent shafts that are rotatably engaged with the first fulcrum 27 and the second fulcrum 28, respectively.

In the fifth embodiment, the steering gear set 18 includes a toothed plate 1801 and a toothed shaft 1802, which are engaged with each other, the toothed plate 1801 is connected to the lower end of the steering handle 17, and the toothed shaft 1802 is fixed to or integrally formed with one end of the longitudinal transmission shaft 19.

In the fifth embodiment, a differential 46 is disposed in the middle of the driving shaft 10, the driving shaft 10 includes a left half shaft connected to the left side of the differential 46 and a right half shaft connected to the right side of the differential 46, and the power provided by the power device is distributed to the left half shaft and the right half shaft via the differential 46. Preferably, the second sprocket 35 is fixed to or integrally formed with the differential 46.

In the fifth embodiment, an oil pump driving gear 47 may be further disposed on the driving shaft 10, and the oil pump driving gear 47 may drive an external gear pump.

In the fifth embodiment, the frame 1 has a frame structure formed by welding a plurality of tubular beams. The bottom of the frame 1 is fully open for folding and the top of the frame 1 can be provided with seats. The driving shaft 10, the longitudinal transmission shaft 19, the steering handle 17 and the like can be rotatably supported on the frame 1 through a bracket provided with a bearing. These brackets are fixed to the frame 1. And a tubular beam is arranged on the frame 1 at the position connected with the brackets.

In the fifth embodiment, the first transmission shaft 15 is rotatably supported in the first hollow lever 13 by a first bearing, an inner ring of the first bearing is fixed to an outer circumference of the first transmission shaft 15, and an outer ring of the first bearing is fixed to an inner wall of the first hollow lever 13. The second transmission shaft 16 is rotatably supported in the second hollow lever 14 through a second bearing, an inner ring of the second bearing is fixed on the outer periphery of the second transmission shaft 16, and an outer ring of the second bearing is fixed on the inner wall of the second hollow lever 14. The third transmission shaft 25 is rotatably supported in the third hollow lever 23 through a third bearing, an inner ring of the third bearing is fixed on the periphery of the third transmission shaft 25, and an outer ring of the third bearing is fixed on the inner wall of the third hollow lever 23.

In the fifth embodiment, the machine frame 1 is provided with an avoidance vacant position at a position above the first hollow lever 13, the second hollow lever 14 and the third hollow lever 23. So that the first hollow lever 13, the second hollow lever 14 and the third hollow lever 23 do not interfere with the frame 1.

In the fifth embodiment, the driving wheels are front wheels, and the steering wheels 49 are rear wheels, so that front-drive rear-steering is realized.

In the fifth embodiment, the first telescopic universal joint 11, the second telescopic universal joint 12, and the drive shaft 10 are coaxially provided. The carrier still includes first gear train 37, second gear train 38, third gear train 39 and fourth gear train 40, first gear train 37 is connected the other end of first flexible universal joint 11 with between the one end of first transmission shaft 15, second gear train 38 is connected the other end of first transmission shaft 15 with between the left side drive wheel 6, third gear train 39 is connected the other end of second flexible universal joint 12 with between the one end of second transmission shaft 16, fourth gear train 40 is connected the other end of second transmission shaft 16 with between the right side drive wheel 7.

In the fifth embodiment, the third telescopic joint 21 is arranged coaxially with the longitudinal transmission shaft 19. The vehicle further comprises a drive gear set 48, the drive gear set 48 being connected between the other end of the third drive shaft 25 and the steering wheel 49. When folded, the two sections of the third telescopic gimbal 21 can be separated from each other to avoid interference when folded.

The transmission gear set 48 is a worm gear mechanism, the worm is fixed on the third transmission shaft 25, the worm wheel is fixed on the wheel axle of the steering wheel 49, a gear box is arranged outside the transmission gear set 48 to contain the transmission gear set, and the gear box is fixed with the third hollow lever 23. The worm rotates together with the third transmission shaft 25 and drives the worm wheel engaged therewith to rotate horizontally, so as to realize horizontal steering of the steering wheel. Preferably, the upper end and the lower end of the worm wheel of the transmission gear set 48 are connected with an adapter 52, and the adapter 52 is fixed with the axle of the steering wheel 49. Thus, the worm wheel, the adapter 52, and the steering wheel 49 rotate integrally.

In the vehicle according to the fifth embodiment of the present invention, when the driving wheels (the left driving wheel 6 and the right driving wheel 7) jump up and down, the first transmission shaft 15 and the first hollow lever 13 rotate integrally about the first fulcrum 27, since the first hollow lever 13 is divided by the first fulcrum 27 into a first long arm, which is closer to the left driving wheel 6, and a first short arm, which is closer to the first telescopic universal joint 11, the length of the first long arm is greater than the length of the first short arm, and, therefore, according to the lever principle, the up-and-down movement amplitude of one end of the first hollow lever 13 close to the first telescopic universal joint 11 is smaller than the up-and-down movement amplitude of one end of the first hollow lever 13 close to the left driving wheel 6, the first telescopic universal joint 11 has smaller up-and-down movement amplitude when the left driving wheel 6 has large up-and-down jumping, and the problem that the driving shaft 10 transmits torque through the first transmission shaft 15 (the first hollow lever 13) which moves up and down through the first telescopic universal joint 11 is well solved. Similarly, the up-and-down movement amplitude of the end of the second hollow lever 14 close to the second telescopic universal joint 12 is smaller than the up-and-down movement amplitude of the end of the second hollow lever 14 close to the right driving wheel 7, so that the second telescopic universal joint 12 has only a smaller up-and-down movement amplitude when the right driving wheel 7 has a larger up-and-down jump, and the problem that the driving shaft 10 transmits torque through the second transmission shaft 16 (the second hollow lever 14) of the second telescopic universal joint 12 moving up and down is well solved. Here, it is more preferable that one end of the first damper 2 is hinged to the frame 1, the other end of the first damper 2 is hinged to the first hollow lever 13, and a distance from a hinge point of the first damper 2 and the first hollow lever 13 to the first fulcrum 27 is smaller than a distance from a hinge point of the first damper 2 and the first hollow lever 13 to the other end (wheel end) of the first hollow lever 13. Similarly, one end of the second damper 3 is hinged on the frame 1, the other end of the second damper 3 is hinged on the second hollow lever 14, and the distance from the hinge point of the second damper 3 and the second hollow lever 14 to the second fulcrum 28 is smaller than the distance from the hinge point of the second damper 3 and the second hollow lever 14 to the other end (wheel end) of the second hollow lever 14. Therefore, the driving wheel can greatly jump through the lever action of the first hollow lever 13 and the second hollow lever 14, so that the frame 1 can only jump up and down with a small amplitude, and the riding comfort of the carrier is improved.

When the steering wheel jumps up and down, the third transmission shaft 25 and the third hollow lever 23 rotate around the third pivot 29 as a whole, and because the third hollow lever 23 is divided into a third long arm close to the steering wheel 49 and a third short arm close to the third telescopic universal joint 21 by the third pivot 29, and the length of the third long arm is greater than that of the third short arm, according to the lever principle, the up-and-down movement amplitude of one end of the third hollow lever 23 close to the third telescopic universal joint 21 is smaller than that of one end of the third hollow lever 23 close to the steering wheel 49, so that the third telescopic universal joint 21 has a smaller up-and-down movement amplitude when the steering wheel jumps up and down to a larger extent, and the problem that the longitudinal transmission shaft 19 transmits torque through the third transmission shaft 25 (the third hollow lever 23) which moves up and down through the third telescopic universal joint 21 is well solved. Here, it is more preferable that one end of the third damper 4 is hinged to the frame 1, the other end of the third damper 4 is hinged to the third hollow lever 23, and a distance from a hinge point of the third damper 4 and the third hollow lever 23 to the third fulcrum 29 is smaller than a distance from a hinge point of the third damper 4 and the third hollow lever 23 to the other end (wheel end) of the third hollow lever 23. Thus, the steering wheel 49 can jump up and down only in a small range under the lever action of the third hollow lever 23, and the riding comfort of the carrier is improved.

In the vehicle according to the fifth embodiment of the present invention, when the other end of the first damper 2 is detached from the first hollow lever 13 and the other end of the second damper 3 is detached from the second hollow lever 14, the entire structure formed by the first hollow lever 13, the first transmission shaft 15, the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16, and the right driving wheel 7 can rotate around the first rotation shaft 31 and the second rotation shaft in a direction approaching the frame 1, so that the entire structure formed by the first hollow lever 13, the first transmission shaft 15, the left driving wheel 6, the second hollow lever 14, the second transmission shaft 16, and the right driving wheel 7 can be folded and accommodated in the internal space of the frame 1. When the other end of the third damper 4 is detached from the third hollow lever 23, the entire structure formed by the third hollow lever 23, the third transmission shaft 25 and the steering wheel can rotate around the third rotation shaft 32 in the direction close to the rack 1, so that the entire structure formed by the third hollow lever 23, the third transmission shaft 25 and the steering wheel can be folded and accommodated in the internal space of the rack 1.

Like this, can realize folding the part of outstanding in frame 1 and accomodate in frame 1, realized the collapsible of carrier, the carrier volume after folding reduces by a wide margin, is convenient for hand-carry to can be very convenient get into in narrow and small spaces such as elevator. The folded state of the vehicle of the fifth embodiment is shown in fig. 26.

Further, as shown in fig. 27, the vehicle further includes an active lean drive system including:

a speed detection device 100 for detecting a traveling speed of the vehicle;

In the fifth embodiment, the tilt control device 300 includes a control mechanism 301, the first damper 2, the second damper 3, and the third damper 4.

When the speed detection device 100 detects that the running speed of the vehicle is greater than a preset value and the corner detection device 200 detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism 301 controls the first damper 2 to compress and controls the second damper 3 and the third damper 4 to stretch, so that the rack 1 assumes a posture with a lower left and a higher right, and at the moment, the compression speed of the first damper 2 and the stretching speeds of the second damper 3 and the third damper 4 are both in direct proportion to the running speed and the steering angle of the vehicle.

When the speed detection device 100 detects that the running speed of the vehicle is greater than a preset value and the corner detection device 200 detects that the right steering angle of the vehicle exceeds a second preset steering angle, the control mechanism 301 controls the first damper 2 and the third damper 4 to stretch and controls the second damper 3a to compress, so that the rack 1a assumes a posture of high left and low right, and at this time, the stretching speed of the first damper 2 and the third damper 4 and the compressing speed of the second damper 3 are both in direct proportion to the running speed and the steering angle of the vehicle.

In a fifth embodiment, each of the first damper 2, the second damper 3, and the third damper 4 is an oil cylinder spring damper 400 as shown in fig. 21, the oil cylinder spring damper 400 includes a damper cylinder 401, a damper spring 402, an oil cylinder 403, and a slide rail 404, the damper spring 402, the oil cylinder 403, and the slide rail 404 are disposed in the damper cylinder 401, the slide rail 404 is fixedly disposed on an inner wall of the damper cylinder 401, a cylinder body of the oil cylinder 403 is slidably disposed in the slide rail 404, a piston 4031 of the oil cylinder 403 extends out of the damper cylinder, one end of the damper spring 402 is connected to an inner end of the oil cylinder 403, and the other end of the damper spring 402 is connected to a bottom end of the damper cylinder 401.

The outer sides of the bottom ends of the damping cylinders 401 are connected to the corresponding hollow levers, that is, the outer sides of the bottom ends of the damping cylinders 401 of the first dampers 2 are connected to the first hollow lever 13, the outer sides of the bottom ends of the damping cylinders 401 of the second dampers 3 are connected to the second hollow lever 14, and the outer sides of the bottom ends of the damping cylinders 401 of the third dampers 4 are connected to the third hollow lever 23.

The control mechanism 301 includes a single chip microcomputer and a hydraulic control system, the single chip microcomputer is respectively connected with the speed detection device 100 and the rotation angle detection device 200 in a communication manner, and sends a control instruction to the hydraulic control system according to the detection results of the speed detection device 100 and the rotation angle detection device 200. As shown in fig. 28, the hydraulic control system includes a two-way oil pump 601, a first pipeline 602, a second pipeline 603, a third pipeline 604, an intermediate pipeline 605, a first valve 606, a second valve 607, and a third valve 608, one end of the first pipeline 602 is connected to a first opening of the two-way oil pump 601, the other end of the first pipeline 602 is connected to the cylinder 403 of the first shock absorber 2, one end of the second pipeline 603 is connected to a second opening of the two-way oil pump 601, the other end of the second pipeline 603 is connected to the cylinder 403 of the second shock absorber 3, one end of the third pipeline 604 is connected to the intermediate pipeline 605, the other end of the third pipeline 604 is connected to the cylinder 403 of the third shock absorber 4, the intermediate pipeline 605 is used for interconnecting the first pipeline 602, the second pipeline 603, and the third pipeline 604, the first valve 606 is provided on the second pipeline 603, the second valve 607 and the third valve 608 are provided on the intermediate line 605.

The output power of the bidirectional oil pump 601 is proportional to the running speed of the vehicle, and the opening degree of the first valve 606 is proportional to the steering angle. The speed detection means 100 may be a speed sensor arranged on the axle of the left driving wheel 6, the axle of the right driving wheel 7 or the drive shaft 10. The rotation angle detecting device 200 may be a hall sensor disposed on the chainring or the steering handle 17.

When the steering angle detection device 200 detects that the leftward steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device 200 detects that the rightward steering angle of the vehicle does not exceed a second preset steering angle during the running of the vehicle, the first valve 606 is closed, the second valve 607 and the third valve 608 are opened, and the bidirectional oil pump 601 is closed. Through the intermediate line 605, the hydraulic oil in the cylinders of the three dampers is free to flow, maintaining balance.

When the speed detection device 100 detects that the running speed of the vehicle is greater than the preset value and the rotation angle detection device 200 detects that the left steering angle of the vehicle exceeds the first preset steering angle, the third valve 608 is closed, the first valve 606 and the second valve 607 are opened, the bidirectional oil pump 601 is started, and the hydraulic oil flows from the cylinder 403 of the first shock absorber 2 to the cylinders 403 of the second shock absorber 3 and the third shock absorber 4 through the bidirectional oil pump 601. The gantry 1 assumes a low left and high right attitude.

When the speed detection device 100 detects that the running speed of the vehicle is greater than the preset value and the turning angle detection device 200 detects that the right steering angle of the vehicle exceeds the second preset steering angle, the second valve 607 is closed, the first valve 606 and the third valve 608 are opened, the bidirectional oil pump 601 is started, and the hydraulic oil flows from the oil cylinder 403 of the second shock absorber 3 to the oil cylinder 403 of the first shock absorber 2 and the third shock absorber 4. The gantry 1 assumes a high right-to-high posture.

In this embodiment, the bidirectional oil pump 601 is preferably a gear pump, and an oil pump gear in the bidirectional oil pump 601 is connected to the oil pump drive gear 47 on the drive shaft 10 via an electromagnetic clutch. When the electromagnetic clutch is engaged, the power of the drive shaft 10 drives the oil pump gear in the bidirectional oil pump 601 to rotate through the oil pump drive gear 47 and the electromagnetic clutch, so that the bidirectional oil pump 601 operates, and the faster the vehicle travels, the faster the oil pump gear in the bidirectional oil pump 601 rotates, and the greater the output power of the bidirectional oil pump 601. When the electromagnetic clutch is off, the bidirectional oil pump 601 does not operate.

In some modifications of the fifth embodiment, the damper may be interchanged with the corresponding lever. At this time, when the speed detection device 100 detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200 detects that the leftward steering angle of the vehicle exceeds the first preset steering angle, or when the speed detection device 100 detects that the traveling speed of the vehicle is greater than the preset value and the steering angle detection device 200 detects that the rightward steering angle of the vehicle exceeds the second preset steering angle, the telescopic direction of the shock absorber is opposite to that before the interchange position and that after the interchange position in the same steering direction.

Sixth embodiment (not shown)

The vehicle according to the sixth embodiment of the invention is different from the fifth embodiment in that the cylinder spring damper is replaced with a cylinder spring damper. The first shock absorber, the second shock absorber and the third shock absorber are all cylinder spring shock absorbers, each cylinder spring shock absorber comprises a shock absorption barrel, a shock absorption spring, a cylinder and a slide rail, the shock absorption springs, the cylinders and the slide rails are arranged in the shock absorption barrels, the slide rails are fixedly arranged on the inner wall of the shock absorption barrels, cylinder bodies of the cylinders are arranged in the slide rails in a sliding mode, pistons of the cylinders extend out of the shock absorption barrels, one ends of the shock absorption springs are connected to the inner ends of the cylinders, and the other ends of the shock absorption springs are connected to the bottom ends of the shock absorption barrels.

The control mechanism comprises a single chip microcomputer and an air pressure control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the rotation angle detection device, and sends a control instruction to the air pressure control system according to the detection results of the speed detection device and the rotation angle detection device, the air pressure control system comprises a bidirectional air pump, a first pipeline, a second pipeline, a third pipeline, an intermediate pipeline, a first valve, a second valve and a third valve, one end of the first pipeline is connected to a first opening of the bidirectional air pump, the other end of the first pipeline is connected to an air cylinder of the first shock absorber, one end of the second pipeline is connected to a second opening of the bidirectional air pump, the other end of the second pipeline is connected to an air cylinder of the second shock absorber, one end of the third pipeline is connected to the intermediate pipeline, and the other end of the third pipeline is connected to an air cylinder of the third shock absorber, the middle pipeline is used for communicating the first pipeline, the second pipeline and the third pipeline with each other, the first valve is arranged on the second pipeline, and the second valve and the third valve are arranged on the middle pipeline.

The output power of the bidirectional air pump is in direct proportion to the vehicle speed, and the opening degrees of the first valve, the second valve and the third valve are in direct proportion to the steering angle.

When the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the first valve is closed, the second valve and the third valve are opened, the bidirectional air pump is closed, and the first pipeline, the second pipeline and the third pipeline are communicated.

When the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the third valve is closed, the first valve and the second valve are opened, the bidirectional air pump is started, and air flows from the cylinder of the first shock absorber to the cylinders of the second shock absorber and the third shock absorber through the bidirectional air pump.

When the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the second valve is closed, the first valve and the third valve are opened, the bidirectional air pump is started, and air flows from the cylinders of the two dampers to the cylinders of the first damper and the third damper through the bidirectional air pump.

In some modifications of the sixth embodiment, the dampers may be interchanged with the corresponding levers in position. At this time, when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle or when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the telescopic direction of the shock absorber is opposite to that before the interchange position and after the interchange position in the same steering direction.

Seventh embodiment

A seventh embodiment of the present invention provides an active tilt driving control method, including:

the speed detection device detects a traveling speed of the vehicle.

The rotation angle detection device detects a steering angle of the vehicle.

When the speed detection device detects that the running speed of the carrier is larger than a preset value and the corner detection device detects that the left steering angle of the carrier exceeds a first preset steering angle, the inclination control device controls the rack to present a posture of being low at the left and high at the right.

Eighth embodiment

An eighth embodiment of the present invention provides an active tilt driving control method, including:

the speed detection device detects a traveling speed of the vehicle.

The rotation angle detection device detects a steering angle of the vehicle.

When the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the inclination control device controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber and the fourth shock absorber to stretch, or the control mechanism controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber and the fourth shock absorber to compress so that the rack presents a posture of low left and high right, and at the moment, the compression or stretching speed of the first shock absorber and the third shock absorber and the stretching or compression speed of the second shock absorber and the fourth shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle.

Ninth embodiment

A ninth embodiment of the present invention provides an active tilt drive control method, including:

the speed detection device detects a traveling speed of the vehicle.

The rotation angle detection device detects a steering angle of the vehicle.

When the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism controls the first shock absorber to compress and controls the second shock absorber and the third shock absorber to stretch, or the control mechanism controls the first shock absorber to stretch and controls the second shock absorber and the third shock absorber to compress so that the rack presents a posture of low left and high right, and at the moment, the compression or stretching speed of the first shock absorber and the stretching or compressing speed of the second shock absorber and the third shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle.

The present invention is explained in the embodiments of the vehicle, which are wheel-type vehicles (for example, a bicycle, a recumbent bicycle, and an electric bicycle). That is, the frame is a vehicle frame, the traveling mechanisms are wheels, the driving traveling mechanisms are driving wheels (the left driving traveling mechanism is a left driving wheel, and the right driving traveling mechanism is a right driving wheel), and the steering traveling mechanisms are steering wheels (the left steering traveling mechanism is a left steering wheel, and the right steering traveling mechanism is a right steering wheel).

However, the techniques of the present invention are equally applicable to vehicles such as skis, boats, and water motorcycles.

Corresponding to the sledge, the driving and traveling mechanism can be a wheel tooth type driving wheel or a crawler wheel, and the steering and traveling mechanism can be a sled. The driving travelling mechanism and the steering travelling mechanism are detachably connected with the frame. When folding, the driving running mechanism and the steering running mechanism are separated from the connecting end of the frame.

Corresponding to water vehicles such as ships, water motorcycles and the like, the driving travelling mechanism can be a roller type floating wheel, and the steering travelling mechanism can be a streamline buoy. The driving travelling mechanism and the steering travelling mechanism are detachably connected with the frame. When folding, the driving running mechanism and the steering running mechanism are separated from the connecting end of the frame.

Vehicles such as skibob, boats, and water-borne motorcycles are preferably forward-rotating and backward-driving.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims

1. A delivery vehicle is characterized by comprising a rack, a left driving wheel, a right driving wheel, a first lever, a first box body, a first driving motor, a second lever, a second box body, a second driving motor, a left steering wheel, a right steering wheel, a third lever, a third box body, a first steering motor, a fourth lever, a fourth box body, a second steering motor and an active inclination driving system;

the active tilt drive system is used for frame tilt control when a vehicle is driven in a steering mode, and comprises:

a speed detection device for detecting a traveling speed of the vehicle;

a tilt control device comprising a control mechanism, a first shock absorber, a second shock absorber, a third shock absorber and a fourth shock absorber;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber and the fourth shock absorber to stretch, or the control mechanism controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber and the fourth shock absorber to compress so that the rack presents a posture of low left and high right, and at the moment, the compression or stretching speeds of the first shock absorber and the third shock absorber and the stretching or compression speeds of the second shock absorber and the fourth shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the steering angle of the vehicle towards the right exceeds a second preset steering angle, the control mechanism controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber and the fourth shock absorber to compress, or the control mechanism controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber and the fourth shock absorber to stretch, so that the rack presents a posture of being high on the left and low on the right, and at the moment, the stretching or compressing speeds of the first shock absorber and the third shock absorber and the compressing or stretching speeds of the second shock absorber and the fourth shock absorber are in direct proportion to the running speed and the steering angle of the vehicle;

one end of the first shock absorber is connected to the rack, the other end of the first shock absorber is detachably connected to the first lever, one end of the second shock absorber is connected to the rack, the other end of the second shock absorber is detachably connected to the second lever, one end of the first lever, which is far away from the rack, is fixedly connected to the first box, the first driving motor is installed on the first box, an output shaft of the first driving motor is connected to the left driving wheel to drive the left driving wheel to rotate, one end of the second lever, which is far away from the rack, is fixedly connected to the second box, the second driving motor is installed on the second box, and an output shaft of the second driving motor is connected to the right driving wheel to drive the right driving wheel to rotate; one end of the third shock absorber is connected to the frame, the other end of the third shock absorber is detachably connected to the third lever, one end of the fourth shock absorber is connected to the frame, the other end of the fourth shock absorber is detachably connected to the fourth lever, one end of the third lever, which is far away from the frame, is fixedly connected to the third box, the first steering motor is mounted on the third box, an output shaft of the first steering motor is connected to the left steering wheel to drive the left steering wheel to steer, one end of the fourth lever, which is far away from the frame, is fixedly connected to the fourth box, the second steering motor is mounted on the fourth box, and an output shaft of the second steering motor is connected to the right steering wheel to drive the right steering wheel to steer;

a first rotating shaft is arranged on one side, close to the first lever, of the rack, and a first fulcrum which is rotatably connected to the first rotating shaft is arranged on the first lever; a second rotating shaft is arranged on one side, close to the second lever, of the rack, and a second fulcrum which is rotatably connected to the second rotating shaft is arranged on the second lever; a third rotating shaft is arranged on one side, close to the third lever, of the rack, and a third fulcrum which is rotatably connected to the third rotating shaft is arranged on the third lever; a fourth rotating shaft is arranged on one side, close to the fourth lever, of the rack, and a fourth fulcrum which is rotatably connected to the fourth rotating shaft is arranged on the fourth lever; the first lever, the second lever, the third lever and the fourth lever extend in the front-rear direction of the frame, and the first rotating shaft, the second rotating shaft, the third rotating shaft and the fourth rotating shaft extend in the left-right direction of the frame.

2. The vehicle according to claim 1, wherein the first damper, the second damper, the third damper and the fourth damper are cylinder spring dampers, each cylinder spring damper comprises a damping cylinder, a damping spring, a cylinder and a slide rail, the damping spring, the cylinder and the slide rail are arranged in the damping cylinder, the slide rail is fixedly arranged on the inner wall of the damping cylinder, the cylinder body of the cylinder is slidably arranged in the slide rail, the piston of the cylinder extends out of the damping cylinder and is connected to the frame, one end of the damping spring is connected to the inner end of the cylinder, and the other end of the damping spring is connected to the bottom end of the damping cylinder;

the control mechanism comprises a single chip microcomputer and a hydraulic control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the corner detection device, and sends a control instruction to the hydraulic control system according to the detection results of the speed detection device and the corner detection device, the hydraulic control system comprises a bidirectional oil pump, a left pipeline, a right pipeline, a middle pipeline, a first valve and a second valve, one end of the left pipeline is connected to one opening of the bidirectional oil pump, the other end of the left pipeline is connected with the oil cylinders of the first shock absorber and the third shock absorber, one end of the right pipeline is connected to the other opening of the bidirectional oil pump, the other end of the right pipeline is connected with the oil cylinders of the second shock absorber and the fourth shock absorber, one end of the middle pipeline is connected to the left pipeline, and the other end of the middle pipeline is connected to the right pipeline, the first valve is arranged on the left pipeline or the right pipeline, and the second valve is arranged on the middle pipeline;

the output power of the bidirectional oil pump is in direct proportion to the running speed of a carrier, and the opening degree of the first valve is in direct proportion to the steering angle;

when the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the first valve is closed, the second valve is opened, and the bidirectional oil pump is closed;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the second valve is closed, the first valve is opened, the bidirectional oil pump is started, and hydraulic oil flows to the oil cylinders of the second shock absorber and the fourth shock absorber from the oil cylinders of the first shock absorber and the third shock absorber through the bidirectional oil pump, or the hydraulic oil flows to the oil cylinders of the first shock absorber and the third shock absorber from the oil cylinders of the second shock absorber and the fourth shock absorber through the bidirectional oil pump;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the second valve is closed, the first valve is opened, the bidirectional oil pump is started, and hydraulic oil flows to the oil cylinders of the first shock absorber and the third shock absorber from the oil cylinders of the second shock absorber and the fourth shock absorber through the bidirectional oil pump, or the hydraulic oil flows to the oil cylinders of the second shock absorber and the fourth shock absorber from the oil cylinders of the first shock absorber and the third shock absorber through the bidirectional oil pump.

3. The vehicle according to claim 1, wherein the first damper, the second damper, the third damper and the fourth damper are cylinder spring dampers, each cylinder spring damper comprises a damping cylinder, a damping spring, a cylinder and a slide rail, the damping spring, the cylinder and the slide rail are arranged in the damping cylinder, the slide rail is fixedly arranged on the inner wall of the damping cylinder, a cylinder body of the cylinder is slidably arranged in the slide rail, a piston of the cylinder extends out of the damping cylinder and is connected to a frame, one end of the damping spring is connected to the inner end of the cylinder, and the other end of the damping spring is connected to the bottom end of the damping cylinder;

the control mechanism comprises a single chip microcomputer and an air pressure control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the corner detection device and sends a control instruction to the air pressure control system according to detection results of the speed detection device and the corner detection device, the air pressure control system comprises a bidirectional air pump, a left pipeline, a right pipeline, a middle pipeline, a first valve and a second valve, one end of the left pipeline is connected to one opening of the bidirectional air pump, the other end of the left pipeline is connected with cylinders of the first shock absorber and the third shock absorber, one end of the right pipeline is connected to the other opening of the bidirectional air pump, the other end of the right pipeline is connected with cylinders of the second shock absorber and the fourth shock absorber, one end of the middle pipeline is connected to the left pipeline, and the other end of the middle pipeline is connected to the right pipeline, the first valve is arranged on the left pipeline or the right pipeline, and the second valve is arranged on the middle pipeline;

the output power of the bidirectional air pump is in direct proportion to the running speed of the vehicle, and the opening degree of the first valve is in direct proportion to the steering angle;

when the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the first valve is closed, the second valve is opened, and the bidirectional air pump is closed;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the second valve is closed, the first valve is opened, the bidirectional air pump is started, and air flows from the cylinders of the first shock absorber and the third shock absorber to the cylinders of the second shock absorber and the fourth shock absorber through the bidirectional air pump, or the air flows from the cylinders of the second shock absorber and the fourth shock absorber to the cylinders of the first shock absorber and the third shock absorber through the bidirectional air pump;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the second valve is closed, the first valve is opened, the bidirectional air pump is started, and air flows to the cylinders of the first shock absorber and the third shock absorber from the cylinders of the second shock absorber and the fourth shock absorber through the bidirectional air pump, or the air flows to the cylinders of the second shock absorber and the fourth shock absorber from the cylinders of the first shock absorber and the third shock absorber through the bidirectional air pump.

4. The vehicle of claim 1, wherein the first damper, the second damper, the third damper, and the fourth damper are motor spring dampers, each of the motor spring dampers comprises a damper cylinder, a damper spring, a damper post, a motor, a threaded rod nut slider, and a slide rail, the damper spring, the damper post, the motor, the threaded rod nut slider, and the slide rail are disposed in the damper cylinder, the slide rail is fixedly disposed on an inner wall of the damper cylinder, a housing of the motor is slidably disposed in the slide rail, the threaded rod is connected to an output shaft of the motor, the threaded rod nut slider is in threaded engagement with the threaded rod, an outer surface of the threaded rod nut slider is in sliding contact with the slide rail, the slide rail limits rotation of the threaded rod nut slider, and the damper post is connected to the threaded rod nut slider, one end of the damping column extends out of the damping cylinder and is connected to the frame, one end of the damping spring is connected to the inner end of the motor, and the other end of the damping spring is connected to the bottom end of the damping cylinder;

the control mechanism comprises a single chip microcomputer and a motor control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the corner detection device, and sends a control instruction to the motor control system according to detection results of the speed detection device and the corner detection device, and the motor control system comprises a first control circuit and a second control circuit;

the first control circuit comprises a first power supply, a first switch, a second switch, a third switch, a fourth switch, a first variable resistor, a second variable resistor, a third variable resistor and a fourth variable resistor, wherein the first variable resistor, the second variable resistor and the motor of the first shock absorber are connected in series to form a first branch circuit, the third variable resistor, the fourth variable resistor and the motor of the third shock absorber are connected in series to form a second branch circuit, the first branch circuit is connected with the second branch circuit in parallel, the anode of the first power supply is connected to one end of the first switch and one end of the third switch, the cathode of the first power supply is connected to one end of the second switch and one end of the fourth switch, the other end of the first switch and the other end of the fourth switch are connected between one end of the first branch circuit and one end of the second branch circuit, and the other end of the second switch are connected to the other end of the first branch circuit and one end of the second branch circuit Between the other ends;

the second control circuit comprises a second power supply, a fifth switch, a sixth switch, a seventh switch, an eighth switch, a fifth variable resistor, a sixth variable resistor, a seventh variable resistor and an eighth variable resistor, wherein motors of the fifth variable resistor, the sixth variable resistor and the second shock absorber are connected in series to form a third branch, motors of the seventh variable resistor, the eighth variable resistor and the fourth shock absorber are connected in series to form a fourth branch, the third branch is connected with the fourth branch in parallel, the positive pole of the second power supply is connected to one end of the fifth switch and one end of the seventh switch, the negative pole of the second power supply is connected to one end of the sixth switch and one end of the eighth switch, the other end of the fifth switch and the other end of the eighth switch are connected between one end of the third branch and one end of the fourth branch, the other end of the sixth switch and the other end of the seventh switch are connected to the other end of the third branch and one end of the fourth branch Between the other ends;

the resistance values of the first variable resistor, the third variable resistor, the fifth variable resistor and the seventh variable resistor are inversely proportional to the running speed of the vehicle, and the resistance values of the second variable resistor, the fourth variable resistor, the sixth variable resistor and the eighth variable resistor are inversely proportional to the steering angle;

when the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the motor of the first shock absorber, the motor of the second shock absorber, the motor of the third shock absorber and the motor of the fourth shock absorber do not work;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the rotation angle detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the motors of the first shock absorber and the third shock absorber rotate reversely to enable the first shock absorber and the third shock absorber to be compressed, and the motors of the second shock absorber and the fourth shock absorber rotate forwards to enable the second shock absorber and the fourth shock absorber to be stretched, or the motors of the first shock absorber and the third shock absorber rotate forwards to enable the first shock absorber and the third shock absorber to be stretched, and the motors of the second shock absorber and the fourth shock absorber rotate backwards to enable the second shock absorber and the fourth shock absorber to be compressed;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the rotation angle detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the motor of the first shock absorber and the motor of the third shock absorber rotate forwards to enable the first shock absorber and the third shock absorber to be stretched, the motor of the second shock absorber and the motor of the fourth shock absorber rotate backwards to enable the second shock absorber and the fourth shock absorber to be compressed, or the motor of the first shock absorber and the motor of the third shock absorber rotate backwards to enable the first shock absorber and the third shock absorber to be compressed, and the motor of the second shock absorber and the motor of the fourth shock absorber rotate forwards to enable the second shock absorber and the fourth shock absorber to be stretched.

5. A delivery vehicle is characterized by comprising a rack, a left driving wheel, a right driving wheel, a first lever, a first box body, a first driving motor, a second lever, a second box body, a second driving motor, a steering wheel, a third lever, a third box body, a steering motor and an active inclination driving system; the active tilt drive system is used for frame tilt control when a vehicle is driven in a steering mode, and comprises:

a speed detection device for detecting a traveling speed of the vehicle;

a tilt control device comprising a control mechanism, a first damper, a second damper, and a third damper;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the control mechanism controls the first shock absorber to compress and controls the second shock absorber and the third shock absorber to stretch, or the control mechanism controls the first shock absorber to stretch and controls the second shock absorber and the third shock absorber to compress so that the rack is in a low-left high-right posture, and at the moment, the compression or stretching speed of the first shock absorber and the stretching or compression speed of the second shock absorber and the third shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle;

when the speed detection device detects that the running speed of the vehicle is greater than a preset value and the corner detection device detects that the steering angle of the vehicle towards the right exceeds a second preset steering angle, the control mechanism controls the first shock absorber and the third shock absorber to stretch and controls the second shock absorber to compress, or the control mechanism controls the first shock absorber and the third shock absorber to compress and controls the second shock absorber to stretch, so that the rack is in a posture of being high on the left and low on the right, and at the moment, the stretching or compressing speeds of the first shock absorber and the third shock absorber and the compressing or stretching speed of the second shock absorber are both in direct proportion to the running speed and the steering angle of the vehicle;

one end of the first shock absorber is connected to the rack, the other end of the first shock absorber is detachably connected to the first lever, one end of the second shock absorber is connected to the rack, the other end of the second shock absorber is detachably connected to the second lever, one end of the first lever, which is far away from the rack, is fixedly connected to the first box, the first driving motor is installed on the first box, an output shaft of the first driving motor is connected to the left driving wheel to drive the left driving wheel to rotate, one end of the second lever, which is far away from the rack, is fixedly connected to the second box, the second driving motor is installed on the second box, and an output shaft of the second driving motor is connected to the right driving wheel to drive the right driving wheel to rotate; one end of the third shock absorber is connected to the rack, the other end of the third shock absorber is detachably connected to the third lever, one end, far away from the rack, of the third lever is fixedly connected to the third box body, the steering motor is installed on the third box body, and an output shaft of the steering motor is connected with the steering wheel to drive the steering wheel to steer;

a first rotating shaft is arranged on one side, close to the first lever, of the rack, and a first fulcrum which is rotatably connected to the first rotating shaft is arranged on the first lever; a second rotating shaft is arranged on one side, close to the second lever, of the rack, and a second fulcrum which is rotatably connected to the second rotating shaft is arranged on the second lever; a third rotating shaft is arranged on one side, close to the third lever, of the rack, and a third fulcrum which is rotatably connected to the third rotating shaft is arranged on the third lever; the first lever, the second lever and the third lever extend in the front-rear direction of the frame, and the first rotating shaft, the second rotating shaft and the third rotating shaft extend in the left-right direction of the frame.

6. The vehicle according to claim 5, wherein the first damper, the second damper and the third damper are cylinder spring dampers, each cylinder spring damper comprises a damping cylinder, a damping spring, a cylinder and a slide rail, the damping spring, the cylinder and the slide rail are arranged in the damping cylinder, the slide rail is fixedly arranged on the inner wall of the damping cylinder, the cylinder body of the cylinder is slidably arranged in the slide rail, the piston of the cylinder extends out of the damping cylinder and is connected to a frame, one end of the damping spring is connected to the inner end of the cylinder, and the other end of the damping spring is connected to the bottom end of the damping cylinder;

the control mechanism comprises a single chip microcomputer and a hydraulic control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the corner detection device, and sends a control instruction to the hydraulic control system according to the detection results of the speed detection device and the corner detection device, the hydraulic control system comprises a bidirectional oil pump, a first pipeline, a second pipeline, a third pipeline, an intermediate pipeline, a first valve, a second valve and a third valve, one end of the first pipeline is connected to a first opening of the bidirectional oil pump, the other end of the first pipeline is connected with an oil cylinder of the first shock absorber, one end of the second pipeline is connected to a second opening of the bidirectional oil pump, the other end of the second pipeline is connected with an oil cylinder of the second shock absorber, one end of the third pipeline is connected to the intermediate pipeline, and the other end of the third pipeline is connected with an oil cylinder of the third shock absorber, the middle pipeline is used for communicating the first pipeline, the second pipeline and the third pipeline with each other, the first valve is arranged on the second pipeline, and the second valve and the third valve are arranged on the middle pipeline;

the output power of the bidirectional oil pump is in direct proportion to the running speed of a carrier, and the opening degrees of the first valve, the second valve and the third valve are in direct proportion to the steering angle;

when the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the first valve is closed, the second valve and the third valve are opened, the bidirectional oil pump is closed, and the first pipeline, the second pipeline and the third pipeline are communicated;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the corner detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the third valve is closed, the first valve and the second valve are opened, the bidirectional oil pump is started, and hydraulic oil flows from the oil cylinder of the first shock absorber to the oil cylinders of the second shock absorber and the third shock absorber through the bidirectional oil pump, or the hydraulic oil flows from the oil cylinders of the second shock absorber and the third shock absorber to the oil cylinder of the first shock absorber through the bidirectional oil pump;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the corner detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the second valve is closed, the first valve and the third valve are opened, the bidirectional oil pump is started, and hydraulic oil flows to the cylinders of the first shock absorber and the third shock absorber from the cylinders of the second shock absorber or flows to the cylinders of the second shock absorber from the cylinders of the first shock absorber and the third shock absorber.

7. The vehicle according to claim 5, wherein the first damper, the second damper and the third damper are cylinder spring dampers, each cylinder spring damper comprises a damper cylinder, a damper spring, a cylinder and a slide rail, the damper spring, the cylinder and the slide rail are arranged in the damper cylinder, the slide rail is fixedly arranged on the inner wall of the damper cylinder, a cylinder body of the cylinder is slidably arranged in the slide rail, a piston of the cylinder extends out of the damper cylinder and is connected to a frame, one end of the damper spring is connected to the inner end of the cylinder, and the other end of the damper spring is connected to the bottom end of the damper cylinder;

the control mechanism comprises a single chip microcomputer and an air pressure control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the rotation angle detection device, and sends a control instruction to the air pressure control system according to the detection results of the speed detection device and the rotation angle detection device, the air pressure control system comprises a bidirectional air pump, a first pipeline, a second pipeline, a third pipeline, an intermediate pipeline, a first valve, a second valve and a third valve, one end of the first pipeline is connected to a first opening of the bidirectional air pump, the other end of the first pipeline is connected to an air cylinder of the first shock absorber, one end of the second pipeline is connected to a second opening of the bidirectional air pump, the other end of the second pipeline is connected to an air cylinder of the second shock absorber, one end of the third pipeline is connected to the intermediate pipeline, and the other end of the third pipeline is connected to an air cylinder of the third shock absorber, the middle pipeline is used for communicating the first pipeline, the second pipeline and the third pipeline with each other, the first valve is arranged on the second pipeline, and the second valve and the third valve are arranged on the middle pipeline;

the output power of the bidirectional air pump is in direct proportion to the running speed of the carrier, and the opening degrees of the first valve, the second valve and the third valve are in direct proportion to the steering angle;

when the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the first valve is closed, the second valve and the third valve are opened, the bidirectional air pump is closed, and the first pipeline, the second pipeline and the third pipeline are communicated;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the third valve is closed, the first valve and the second valve are opened, the bidirectional air pump is started, and air flows from the cylinder of the first shock absorber to the cylinders of the second shock absorber and the third shock absorber through the bidirectional air pump, or the air flows from the cylinders of the second shock absorber and the third shock absorber to the cylinder of the first shock absorber through the bidirectional air pump;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the second valve is closed, the first valve and the third valve are opened, the bidirectional air pump is started, and air flows from the cylinder of the second shock absorber to the cylinders of the first shock absorber and the third shock absorber through the bidirectional air pump, or the air flows from the cylinders of the first shock absorber and the third shock absorber to the cylinder of the second shock absorber through the bidirectional air pump.

8. The vehicle of claim 5, wherein the first damper, the second damper, and the third damper are motor spring dampers, each of the motor spring dampers comprises a damper cylinder, a damper spring, a damper post, a motor, a threaded rod nut block, and a slide rail, the damper spring, the damper post, the motor, the threaded rod nut block, and the slide rail are disposed in the damper cylinder, the slide rail is fixedly disposed on an inner wall of the damper cylinder, a housing of the motor is slidably disposed in the slide rail, the threaded rod is connected to an output shaft of the motor, the threaded rod nut block is in threaded engagement with the threaded rod, an outer surface of the threaded rod nut block is in sliding contact with the slide rail, the slide rail limits rotation of the threaded rod nut block, and the damper post is connected to the threaded rod nut block, one end of the damping column extends out of the damping cylinder and is connected to the frame, one end of the damping spring is connected to the inner end of the motor, and the other end of the damping spring is connected to the bottom end of the damping cylinder;

the control mechanism comprises a single chip microcomputer and a motor control system, the single chip microcomputer is respectively in communication connection with the speed detection device and the corner detection device, and sends a control instruction to the motor control system according to detection results of the speed detection device and the corner detection device, and the motor control system comprises a first control circuit, a second control circuit and a third control circuit;

the first control circuit comprises a first power supply, a first switch, a second switch, a third switch, a fourth switch, a first variable resistor and a second variable resistor, wherein the first power supply, the first switch, the first variable resistor, a motor of the first shock absorber, the second variable resistor and the second switch are connected in series to form a loop;

the second control circuit comprises a second power supply, a fifth switch, a sixth switch, a seventh switch, an eighth switch, a third variable resistor and a fourth variable resistor, wherein the second power supply, the fifth switch, the third variable resistor, the motor of the second shock absorber, the fourth variable resistor and the sixth switch are connected in series to form a loop;

the third control circuit comprises a third power supply, a ninth switch, a tenth switch, an eleventh switch, a twelfth switch, a fifth variable resistor and a sixth variable resistor, wherein the third power supply, the ninth switch, the fifth variable resistor, the motor of the third shock absorber, the sixth variable resistor and the tenth switch are connected in series to form a loop, the anode of the third power supply is connected to one end of the ninth switch and one end of the twelfth switch, the cathode of the third power supply is connected to one end of the tenth switch and one end of the eleventh switch, the other end of the ninth switch is connected between the other end of the eleventh switch and the fifth variable resistor, and the other end of the twelfth switch is connected between the other end of the tenth switch and the sixth variable resistor;

the resistance values of the first variable resistor, the third variable resistor and the fifth variable resistor are inversely proportional to the running speed of the vehicle, and the resistance values of the second variable resistor, the fourth variable resistor and the sixth variable resistor are inversely proportional to the steering angle;

when the vehicle runs, when the steering angle detection device detects that the left steering angle of the vehicle does not exceed a first preset steering angle or when the steering angle detection device detects that the right steering angle of the vehicle does not exceed a second preset steering angle, the motor of the first shock absorber, the motor of the second shock absorber and the motor of the third shock absorber do not work;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the left steering angle of the vehicle exceeds a first preset steering angle, the motor of the first shock absorber reversely rotates to enable the first shock absorber to be compressed, and the motors of the second shock absorber and the third shock absorber forwardly rotates to enable the second shock absorber and the third shock absorber to be stretched, or the motor of the first shock absorber forwardly rotates to enable the first shock absorber to be stretched, and the motors of the second shock absorber and the third shock absorber reversely rotates to enable the second shock absorber and the third shock absorber to be compressed;

when the speed detection device detects that the running speed of the vehicle is larger than a preset value and the rotation angle detection device detects that the right steering angle of the vehicle exceeds a second preset steering angle, the motor of the first shock absorber and the motor of the third shock absorber rotate forwards to enable the first shock absorber and the third shock absorber to be stretched, the motor of the second shock absorber rotates reversely to enable the second shock absorber to be compressed, or the motor of the first shock absorber and the motor of the third shock absorber rotate reversely to enable the first shock absorber and the third shock absorber to be compressed, and the motor of the second shock absorber rotates forwards to enable the second shock absorber to be stretched.

9. A delivery vehicle is characterized by comprising a frame, a left driving wheel, a right driving wheel, a left steering wheel, a right steering wheel, a driving system, a steering driving system and an active inclination driving system;

a speed detection device for detecting a traveling speed of the vehicle;

the driving system comprises a power device, a driving shaft, a first torque transmission mechanism and a second torque transmission mechanism, the first torque transmission mechanism comprises a first telescopic universal joint, a first hollow lever and a first transmission shaft, the second torque transmission mechanism comprises a second telescopic universal joint, a second hollow lever and a second transmission shaft, the driving shaft extends along the left and right direction of the frame, the first hollow lever and the second hollow lever extend along the front and back direction of the frame, the first transmission shaft is rotatably supported in the first hollow lever, the second transmission shaft is rotatably supported in the second hollow lever, one end of the first shock absorber is connected to the frame, the other end of the first shock absorber is connected to the first hollow lever, one end of the second shock absorber is connected to the rack, and the other end of the second shock absorber is connected to the second hollow lever;

one end of the first telescopic universal joint is connected with the left end of the driving shaft, the other end of the first telescopic universal joint is connected with one end of the first transmission shaft, and the other end of the first transmission shaft is connected with the left driving wheel; one end of the second telescopic universal joint is connected with the right end of the driving shaft, the other end of the second telescopic universal joint is connected with one end of the second transmission shaft, and the other end of the second transmission shaft is connected with the right driving wheel;

a first rotating shaft and a second rotating shaft which are parallel to the driving shaft are arranged on the rack, and a first pivot which is rotatably connected to the first rotating shaft is arranged on the first hollow lever; the second hollow lever is provided with a second fulcrum which is rotatably connected to the second rotating shaft;

the power device is used for driving the driving shaft to rotate, the rotation of the driving shaft is transmitted to the left driving wheel through the first telescopic universal joint and the first transmission shaft so as to drive the left driving wheel to rotate, and the rotation of the driving shaft is transmitted to the right driving wheel through the second telescopic universal joint and the second transmission shaft so as to drive the right driving wheel to rotate;

the steering driving system comprises a steering handle, a steering gear set, a longitudinal transmission shaft, a transverse transmission shaft, a third torque transmission mechanism and a fourth torque transmission mechanism, the third torque transmission mechanism comprises a third telescopic universal joint, a third hollow lever and a third transmission shaft, the fourth torque transmission mechanism comprises a fourth telescopic universal joint, a fourth hollow lever and a fourth transmission shaft, the transverse transmission shaft extends along the left-right direction of the rack, the longitudinal transmission shaft, the third hollow lever and the fourth hollow lever extend along the front-back direction of the rack, the third transmission shaft is rotatably supported in the third hollow lever, the fourth transmission shaft is rotatably supported in the fourth hollow lever, one end of a third shock absorber is connected to the rack, and the other end of the third shock absorber is connected to the third hollow lever, one end of the fourth shock absorber is connected to the rack, and the other end of the fourth shock absorber is connected to the fourth hollow lever;

one end of the third telescopic universal joint is connected with the left end of the transverse transmission shaft, the other end of the third telescopic universal joint is connected with one end of the third transmission shaft, and the other end of the third transmission shaft is connected with the left steering wheel; one end of the fourth telescopic universal joint is connected with the right end of the transverse transmission shaft, the other end of the fourth telescopic universal joint is connected with one end of the fourth transmission shaft, and the other end of the fourth transmission shaft is connected with the right steering wheel;

a third rotating shaft and a fourth rotating shaft which are parallel to the transverse transmission shaft are arranged on the rack, and a third pivot which is rotatably connected to the third rotating shaft is arranged on the third hollow lever; the fourth hollow lever is provided with a fourth fulcrum which is rotatably connected to the fourth rotating shaft;

the steering gear set is connected the lower extreme of steering handle with between the one end of longitudinal drive axle, the other end of longitudinal drive axle through a reversing gear set with transverse drive axle connects, steering handle's rotation passes through steering gear set, longitudinal drive axle, reversing gear set, transverse drive axle, the flexible universal joint of third, and the transmission of third transmission axle extremely left side directive wheel, steering handle's rotation still passes through steering gear set, longitudinal drive axle, reversing gear set, transverse drive axle, the flexible universal joint of fourth, and the transmission of fourth transmission axle extremely right side directive wheel, drive with this left side directive wheel and right side directive wheel turn to in step.

10. A delivery vehicle is characterized by comprising a frame, a left driving wheel, a right driving wheel, a steering wheel, a driving system, a steering driving system and an active tilting driving system; the active tilt drive system is used for frame tilt control when a vehicle is driven in a steering mode, and comprises:

a speed detection device for detecting a traveling speed of the vehicle;

the steering driving system comprises a steering handle, a steering gear set, a longitudinal transmission shaft and a third torque transmission mechanism, the third torque transmission mechanism comprises a third telescopic universal joint, a third hollow lever and a third transmission shaft, the longitudinal transmission shaft and the third hollow lever extend along the front-back direction of the rack, the third transmission shaft is rotatably supported in the third hollow lever, one end of a third shock absorber is connected to the rack, and the other end of the third shock absorber is connected to the third hollow lever;

the steering gear set is connected between the lower end of the steering handle and one end of the longitudinal transmission shaft, the other end of the longitudinal transmission shaft is connected with one end of a third telescopic universal joint, the other end of the third telescopic universal joint is connected with one end of a third transmission shaft, and the other end of the third transmission shaft is connected with the steering wheel through a transmission gear set;

a third rotating shaft perpendicular to the longitudinal transmission shaft is arranged on the rack, and a third pivot rotatably connected to the third rotating shaft is arranged on the third hollow lever;

the rotation of the steering handle is transmitted to the steering wheel through the steering gear set, the longitudinal transmission shaft, the third telescopic universal joint, the third transmission shaft and the transmission gear set, so that the steering wheel is driven to steer.