CN211222946U

CN211222946U - Vehicle attitude active adjustment system and vehicle

Info

Publication number: CN211222946U
Application number: CN201921742221.0U
Authority: CN
Inventors: 秦宇迪; 邹远棘; 孟令盛; 毛烁源; 王裕宁; 侯之超
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2019-10-17
Filing date: 2019-10-17
Publication date: 2020-08-11
Anticipated expiration: 2029-10-17

Abstract

The application relates to a vehicle attitude active adjustment system and a vehicle. The vehicle posture active adjusting system comprises a connecting rod mechanism which is formed by a first connecting rod, a first crank, a first rocker and a vehicle frame. The motion trail of the first end of the first connecting rod is approximately straight. When the wheels vertically bump up and down, the wheels drive the axle to move up and down, the axle drives the first end to move vertically, and the position of the frame is unchanged. The vehicle posture active adjusting system absorbs part of kinetic energy through the connecting rod mechanism, and the stability of the vehicle is improved. The vehicle posture active adjusting system controls the rotation angle of the first crank through the first motor, and further controls the rotation angle of the first connecting rod and the first rocker so as to reduce the vibration time of the frame, improve the vibration damping performance of the vehicle and improve the stability of the vehicle. In addition, the vehicle posture active adjusting system can also adjust the vehicle posture through the first motor, so that the comfort level and the safety are improved.

Description

Vehicle attitude active adjustment system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a vehicle posture active adjusting system and a vehicle.

Background

When the vehicle runs under various uneven terrains, the wheels drive the frame to vibrate vertically. The vertical vibration is a main factor influencing the driving smoothness of the automobile and the comfort of human bodies, and is one of the measurement standards influencing the safety degree of conveyed articles in the logistics transportation industry.

When the vehicle runs under various terrains, the pitch angle and the roll angle of the vehicle body of the vehicle can be changed along with the road conditions of the terrains, so that the vehicle body is not in a horizontal state, the goods and passengers carried by the vehicle are in a non-horizontal state, and certain carrying risk and discomfort are brought. How to ensure that the vehicle body and the bearing platform are in a horizontal state when the vehicle runs on a non-horizontal road surface or on uneven terrain is an urgent problem to be solved.

SUMMERY OF THE UTILITY MODEL

Based on this, it is necessary to provide a vehicle attitude active adjustment system and a vehicle, aiming at the problem how to ensure that the vehicle body and the bearing platform are in a horizontal state when the vehicle runs on a non-horizontal road surface or uneven terrain.

An active vehicle attitude adjustment system includes a first vibration damping mechanism. The first vibration reduction mechanism comprises a first connecting rod, a first rocker, a first crank and a first motor.

The first connecting rod comprises a first end and a second end, and the first end is used for being fixedly connected with an axle. The first rocker includes a third end and a fourth end. The third end is rotatably connected with the first link and is located at a midpoint between the first end and the second end. And the fourth end is used for being rotatably connected with the frame. Along the direction perpendicular to the ground, the first crank and the first rocker are arranged in parallel at intervals. The first crank comprises a fifth end and a sixth end, and the fifth end is rotatably connected with the second end.

The first motor is fixedly arranged on the frame. And the output shaft of the first motor is fixedly connected with the sixth end. The first motor is used for being electrically connected with the vehicle control unit. The vehicle control unit controls the rotation angle of the first crank through the first motor, and further controls the rotation angles of the first connecting rod and the first rocker so as to reduce the vibration of the vehicle frame.

The distance between the first end and the second end is a first length, the distance between the fifth end and the sixth end is a second length, the distance between the third end and the fourth end is a third length, the distance between the output shaft of the first motor and the fourth end is a fourth length, and the proportional relation among the first length, the second length, the third length and the fourth length is 5:1:2.5: 2.

In one embodiment, the first connecting rod, the first crank and the first rocker are located on the same plane.

In one embodiment, the vehicle attitude active adjustment system further comprises an active control hydraulic lever. The active control hydraulic rod is connected between any two of the first connecting rod, the first rocker, the first crank or the frame.

In one embodiment, the extending and retracting direction of the active control hydraulic rod forms an acute angle with the ground.

In one embodiment, the active vehicle attitude adjustment system further includes a second electric machine. Along perpendicular to the ground direction, the second motor with first motor interval sets up in the frame. And the output shaft of the second motor is fixedly connected with the fourth end.

In one embodiment, the active vehicle attitude adjustment system further includes a second vibration damping mechanism. One end of the second vibration damping mechanism is connected with the frame. The other end of the second vibration damping mechanism is connected with the axle. The second vibration damping mechanism and the first vibration damping mechanism are oppositely arranged on two sides of the frame.

In one embodiment, the second damping mechanism is of equal size to the first damping mechanism.

The first link includes a first end and a second end. The first end is for connection to a wheel suspension. The first rocker includes a third end and a fourth end. The third end is rotatably connected with the first link and is located at a midpoint between the first end and the second end. And the fourth end is used for being rotatably connected with the frame. Along the direction perpendicular to the ground, the first crank and the first rocker are arranged in parallel at intervals. The first crank includes a fifth end and a sixth end. The fifth end is rotatably connected with the second end.

The distance between the first end and the second end is a first length. The distance between the fifth end and the sixth end is a second length. The distance between the third end and the fourth end is a third length. The distance between the output shaft of the first motor and the fourth end is a fourth length. The ratio of the first length to the second length to the third length to the fourth length is 5:1:2.5: 2.

In one embodiment, the active vehicle attitude adjustment system further includes a second vibration damping mechanism. One end of the second vibration damping mechanism is connected with the frame. The other end of the second damping mechanism is connected to the wheel suspension. And the second vibration damping mechanism and the first vibration damping mechanism are oppositely arranged at intervals along the direction vertical to the ground.

A vehicle comprises the vehicle attitude active adjustment system in any one of the embodiments.

The vehicle attitude active adjustment system provided by the embodiment of the application comprises a first vibration damping mechanism. The first vibration reduction mechanism comprises a first connecting rod, a first rocker, a first crank and a first motor. The first link includes a first end and a second end. The first end is used for being fixedly connected with an axle. The first rocker includes a third end and a fourth end. The third end is rotatably connected with the first link and is located at a midpoint between the first end and the second end. And the fourth end is used for being rotatably connected with the frame. The first crank and the first rocker are arranged in parallel at intervals. The first crank includes a fifth end and a sixth end. The fifth end is rotatably connected with the second end. The first motor is fixedly arranged on the frame. And an output shaft of the first motor is fixedly connected with one end of the first crank. The first motor is used for being electrically connected with the vehicle control unit. The vehicle control unit controls the rotation angle of the first crank through the first motor, and further controls the rotation angles of the first connecting rod and the first rocker so as to actively counteract or reduce vibration. The distance between the first end 211 and the second end 212 is a first length. The distance between the fifth end 231 and the sixth end 232 is a second length. The distance between the third end 221 and the fourth end 222 is a third length. The distance between the output shaft of the first motor 240 and the fourth end 222 is a fourth length. The ratio of the first length to the second length to the third length to the fourth length is 5:1:2.5: 2.

The first connecting rod, the first crank, the first rocker and the frame jointly form a connecting rod mechanism. In the link mechanism, the position of the vehicle frame is not changed. The motion trail of the first end of the first connecting rod is an approximate straight line. When the wheels vertically bump up and down, the wheels and the axle move up and down, the axle drives the first end to vertically move, and the position of the frame is unchanged. The vehicle posture active adjusting system changes the relative height difference between the wheels and the frame through the active control element and keeps the frame stable and stable, so that the vehicle posture active adjusting system improves the vibration damping performance of the vehicle and improves the stability of the vehicle. The vehicle attitude active adjustment system enables axle jounce to be 2 times the fourth length. The active vehicle posture adjusting system allows a vehicle to have a larger vertical motion space, can ensure the stability of a frame under a more complex terrain, and improves the comfort level of the vehicle. Due to inertia, the wheels or axles will experience vertical damped vibration. Furthermore, the vehicle posture active adjusting system controls the rotation angle of the first crank through the first motor, and further controls the rotation angles of the first connecting rod and the first rocker, so that the vibration time and the vibration amplitude of the frame are reduced, the vibration damping performance of the vehicle is improved, and the stability of the vehicle is improved. When the vehicle runs on a non-horizontal road surface or uneven terrain, the running posture of the vehicle can be adjusted through the active control of the first motor, so that the vehicle frame is in a horizontal state, and the comfort level and the safety of the vehicle are improved.

Drawings

FIG. 1 is a block diagram of the active vehicle attitude adjustment system provided in one embodiment of the present application;

FIG. 2 is a diagram of a motion trajectory of the active vehicle attitude adjustment system provided in another embodiment of the present application;

FIG. 3 is a block diagram of the active vehicle attitude adjustment system provided in another embodiment of the present application;

fig. 4 is a block diagram of the active vehicle attitude adjustment system provided in another embodiment of the present application.

Reference numerals:

active vehicle attitude adjustment system 10

Axle 101

Wheel suspension 110

Frame 120

First vibration damping mechanism 200

The first link 210

First end 211

Second end 212

First rocker 220

Third terminal 221

Fourth end 222

First crank 230

Perpendicular to the ground direction a

Fifth end 231

Sixth end 232

First electric machine 240

Active control hydraulic rod 300

Second electric machine 260

Second vibration damping mechanism 500

Second link 510

Second crank 520

Second rocking bar 530

Fifth electric machine 540

Sixth motor 550

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and those skilled in the art will be able to make similar modifications without departing from the spirit of the application and it is therefore not intended to be limited to the embodiments disclosed below.

The numbering of the components as such, e.g., "first", "second", etc., is used herein only to distinguish the objects as described, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present application and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be considered as limiting the present application.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

Referring to fig. 1, an active vehicle attitude adjustment system 10 according to an embodiment of the present application includes a first damping mechanism 200. The first vibration reduction mechanism 200 includes a first link 210, a first rocker 220, a first crank 230, and a first motor 240.

The first link 210 includes a first end 211 and a second end 212. The first end 211 is configured to be fixedly coupled to the axle 101. The first rocker 220 includes a third end 221 and a fourth end 222. The third end 221 is rotatably connected to the first link 210, and the third end 221 is located at a midpoint between the first end 211 and the second end 212. The fourth end 222 is adapted to be rotatably coupled to the frame 120. The first crank 230 is spaced apart from and parallel to the first rocker 220. The first crank 230 includes a fifth end 231 and a sixth end 232, and the fifth end 231 is rotatably connected to the second end 212.

The first motor 240 is fixedly disposed on the frame 120. The output shaft of the first motor 240 is fixedly connected to the sixth end 232. The first motor 240 is used for electrically connecting with a vehicle control unit. The vehicle control unit controls the rotation angle of the first crank 230 through the first motor 240, and further controls the rotation angles of the first link 210 and the first rocker 220, so as to reduce the vibration of the frame 120.

The distance between the first end 211 and the second end 212 is a first length. The distance between the fifth end 231 and the sixth end 232 is a second length. The distance between the third end 221 and the fourth end 222 is a third length. The distance between the output shaft of the first motor 240 and the fourth end 222 is a fourth length. The ratio of the first length to the second length to the third length to the fourth length is 5:1:2.5: 2.

The active vehicle attitude adjustment system 10 according to the embodiment of the present application includes a linkage mechanism formed by the first link 210, the first crank 230, the first rocker 220, and the frame 120. In the link mechanism, the position of the frame 120 is not changed. The motion track of the first end 211 of the first link 210 is approximately a straight line. When the wheels vertically bump up and down, the wheels drive the axle 101 to move up and down, the axle 101 drives the first end 211 to move vertically, and the position of the frame 120 is unchanged. The active control element of the vehicle posture adjusting system 10 changes the relative height difference between the wheel and the vehicle frame 120, and keeps the vehicle frame 120 stable and stable. Therefore, the active vehicle posture adjustment system 10 improves the vibration damping performance of the vehicle and improves the stability of the vehicle. Due to inertia, the wheel or axle 101 experiences vertically damped vibrations. The vehicle posture active adjustment system 10 controls the rotation angle of the first crank 230 through the first motor 240, and further controls the rotation angles of the first link 210 and the first rocker 220, so as to reduce the vibration time of the frame 120. The vehicle posture active adjustment system 10 actively controls the rotation angle through the first motor 240, so that the vibration damping performance of the vehicle is improved, and the stability of the vehicle is improved. In addition, when the vehicle runs on a non-horizontal road surface or uneven terrain, the first motor 240 is actively controlled to enable the frame 120 to be in a horizontal state, so that the running posture of the vehicle is adjusted, and the comfort and safety of the vehicle are improved.

The active vehicle attitude adjustment system 10 in the above embodiment is applied between the vehicle frame 120 and the axle 101. The active vehicle attitude adjustment system 10 may also be used between the cockpit and the frame, between the body and the frame, or between the carrier platform and the frame. The vehicle posture active adjustment system 10 enables a vehicle body or a bearing platform to be in a horizontal state in the driving process of the vehicle on a non-horizontal road surface or on uneven terrain, and improves the stable carrying capacity of the vehicle on special terrain.

The active vehicle attitude adjustment system 10 includes the link mechanism, so that stability of wheel alignment parameters is ensured under the condition that the wheels are jumped in a large amplitude. The vehicle attitude active adjustment system 10 includes the first electric machine. The first motor can receive external active control, and the first crank 230 is accurately and stably positioned, so that the steering stability and smoothness of the vehicle are further improved.

The wheel positioning parameters are relative position parameters of each wheel, a steering knuckle, an axle and a frame of the automobile. The vertical direction is a direction perpendicular to the ground on which the vehicle travels.

When the traveling road surface has a side slope, the first crank 230 and the first rocker 220 are actively adjusted in rotation angle by the first motor 240 to compensate the height difference of the ground, so that the vehicle posture is adjusted, and the comfort and safety of the vehicle are improved.

In one embodiment, the first connecting rod 210, the first crank 230 and the first rocking bar 220 may be in a straight rod structure, a T-shaped structure or other irregular structures without obstructing the mutual movement.

Referring to fig. 2, in one embodiment, the first link 210, the first crank 230 and the first rocker 220 are located on the same plane. The first link 210, the first crank 230 and the first rocker 220 are of a straight rod structure, and have simple structure and light weight.

The first end 211 of the first link 210 is fixedly connected to the axle 101. The length of the straight line is 2 times the fourth length. The active vehicle attitude adjustment system 10 provides an axle range of 2 times the fourth length. The first end 211 is traced by an arc between the endpoints K and P. The arc is approximately a straight line. The first crank 230 moves circularly under the driving of the first connecting rod 210. The motion locus of the first crank 230 is the arc of the circle where the end points X, Y and Z are located. The end point X is a positive intersection point of the motion trajectory of the first crank 230 and the y-axis. The end point Y is a negative intersection point of the motion trajectory of the first crank 230 and the x-axis. The endpoint Z is a negative intersection of the motion trajectory of the first crank 230 and the y-axis.

When the wheels drive the axle 101 to move up and down in a pitching manner, the movement track of the first end 211 is an arc line which is approximately a straight line. The first connecting rod 210 drives the first crank 230 and the first rocker 220 to move, but the connection point of the first crank 230 and the first rocker 220 with the frame 120 is in a static state. The vehicle attitude active adjustment system 10 converts the vertical force of the axle 101 into the kinetic energy of the first link 210, the first crank 230 and the first rocker 220 through the relative motion of the first link 210, the first crank 230 and the first rocker 220. The link mechanism absorbs kinetic energy and impedes the conduction of vertical displacement. Therefore, the link mechanism improves the vibration damping performance of the vehicle and improves the stability of the vehicle.

In one embodiment, the fifth end 231 of the first crank 230 moves to the Y-end position. Due to inertia, the fifth end 231 of the first crank 230 reciprocates near the Y-terminus. The link mechanism is in an unstable state. The frame 120 is also in a left-right shaking state, which affects the running stability of the vehicle. The active vehicle attitude adjustment system 10 includes the first electric machine 240. The first motor is capable of receiving external active control. The first motor 240 stabilizes the fifth end 231 of the first crank 230 at the Y-end point. The first motor 240 accurately and stably positions the first crank 230, further improving the stability and smoothness of the vehicle.

In the prior art, vehicles generally adopt suspension structures such as a macpherson type, a multi-link type, a cross-arm type and the like. The prior suspension structure enables the wheel vibration damping bounce stroke to be 0.1 times to 0.5 times the fourth length. The vehicle posture active adjustment system 10 of the technical scheme enables the vibration reduction and bounce stroke of the axle to be 2 times of the fourth length. The vehicle can allow larger dynamic deflection of the vehicle body suspension, namely, the axle has larger amplitude jumping buffering capacity, and the vibration damping design is further optimized.

In one embodiment, the active vehicle attitude adjustment system 10 further includes an active control hydraulic lever 300. The active control hydraulic rod 300 is connected between any two of the first link 210, the first rocker 220, the first crank 230, or the frame 120.

The active control hydraulic rod 300 is used for being electrically connected with the vehicle control unit. The vehicle control unit controls the telescopic length of the active control hydraulic lever 300 to limit the relative position between the two structures at the installation position thereof. The relative position between the two structures is locked. The active control hydraulic lever 300 reduces the swing vibration of the two structures, improving the ride comfort of the vehicle.

The active control hydraulic rod 300 may be one or more. The active control hydraulic rods 300 are arranged among different link structures, and cooperate with each other to reduce vibration.

In one embodiment, the extension direction of the active control hydraulic rod 300 is an acute angle with the ground surface to absorb the vertical kinetic energy.

In one embodiment, the active vehicle attitude adjustment system 10 further includes a second electric machine 260. The second motor 260 and the first motor 240 are disposed on the frame 120 at an interval along a direction perpendicular to the ground. The output shaft of the second motor 260 is fixedly connected to the fourth end 222.

The second motor 260 cooperates with the first motor 240 to limit the positions of the first rocker 220 and the first crank 230 to reduce vibration.

In one embodiment, the active vehicle attitude adjustment system 10 further includes a third electric machine. The third motor is disposed between the first crank 230 and the first link 210.

In one embodiment, the active vehicle attitude adjustment system 10 further includes a fourth electric machine. The fourth motor is disposed between the first rocker 220 and the first link 210.

The first motor 240, the second motor 260, the third motor and the fourth motor cooperate to improve the positioning stability of the link mechanism.

The first motor 240 and the active control hydraulic lever 300 have functions of locking displacement and adjusting displacement.

In one embodiment, the active vehicle attitude adjustment system 10 further includes a second damping mechanism 500. One end of the second vibration damping mechanism 500 is connected to the frame 120. The other end of the second vibration damping mechanism 500 is connected to the axle 101. The second vibration damping mechanism 500 is disposed on both sides of the frame 120 opposite to the first vibration damping mechanism 200. The second vibration damping mechanism 500 is symmetrically arranged with the first vibration damping mechanism 200, so that the balance of the stress on the frame 120 is improved, and the stability of the vehicle is improved.

In one embodiment, the second damping mechanism 500 and the first damping mechanism 200 are equal in size, so that the uniformity of force application is increased.

Referring to fig. 3 and 4 together, the present embodiment provides a vehicle attitude active adjustment system 10 including a first damping mechanism 200. The first vibration reduction mechanism 200 includes a first link 210, a first rocker 220, a first crank 230, and a first motor 240.

The first link 210 includes a first end 211 and a second end 212. The first end 211 is intended to be connected to the wheel suspension 110. The first rocker 220 includes a third end 221 and a fourth end 222. The third end 221 is rotatably connected to the first link 210, and the third end 221 is located at a midpoint between the first end 211 and the second end 212. The fourth end 222 is adapted to be rotatably coupled to the frame 120. The first crank 230 is spaced apart from and parallel to the first rocking lever 220 in the direction a perpendicular to the ground. The first crank 230 includes a fifth end 231 and a sixth end 232. The fifth end 231 is rotatably connected to the second end 212.

The distance between the first end 211 and the second end 212 is a first length, the distance between the fifth end 231 and the sixth end 232 is a second length, the distance between the third end 221 and the fourth end 222 is a third length, the distance between the output shaft of the first motor 240 and the fourth end 222 is a fourth length, and the first length, the second length, the third length and the fourth length have a proportional relation of 5:1:2.5: 2.

The active vehicle attitude adjustment system 10 according to the embodiment of the present application includes a linkage mechanism formed by the first link 210, the first crank 230, the first rocker 220, and the frame 120. In the link mechanism, the position of the frame 120 is not changed. The motion track of the first end 211 of the first link 210 is approximately a straight line. When the wheel jolts vertically up and down, the first end 211 of the wheel suspension 110 moves vertically, and the position of the frame 120 is unchanged. The vehicle attitude active adjustment system 10 absorbs kinetic energy through the link mechanism, hindering the conduction of vertical displacement. Therefore, the active vehicle posture adjustment system 10 improves the vibration damping performance of the vehicle and improves the stability of the vehicle. Due to inertia, the wheel suspension 110 experiences vertically damped vibrations. The vehicle posture active adjustment system 10 controls the rotation angle of the first crank 230 through the first motor 240, and further controls the rotation angles of the first link 210 and the first rocker 220, so as to reduce the vibration time of the frame 120. When the vehicle runs on a non-horizontal road surface or uneven terrain, the active adjustment of the rotation angle is realized through the first motor 240, so that the vehicle frame is in a horizontal state, the posture adjustment of the vehicle is realized, and the stability of the vehicle is improved.

The active vehicle attitude adjustment system 10 may also be applied between a load-bearing vehicle body and the wheel suspension 110 or between a vehicle beam and the wheel suspension 110.

In one embodiment, the extension direction of the active control hydraulic rod 300 forms an acute angle with the ground.

In one embodiment, the active vehicle attitude adjustment system 10 further includes a second damping mechanism 500. One end of the second vibration damping mechanism 500 is connected to the frame 120. The other end of the second damping mechanism 500 is connected to the wheel suspension 110. The second vibration damping mechanism 500 is disposed opposite to the first vibration damping mechanism 200 in a direction perpendicular to the ground.

The embodiment of the present application provides a vehicle, which includes the vehicle posture active adjustment system 10 according to any one of the above embodiments.

The vehicle provided by the embodiment of the application increases the damping stroke through the link mechanism of the vehicle posture active adjustment system 10. Meanwhile, the vehicle realizes vehicle posture adjustment through the first motor 240, and stability and comfort of the vehicle are improved.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-described examples merely represent several embodiments of the present application and are not to be construed as limiting the scope of the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. An active vehicle attitude adjustment system, comprising:

a first vibration damping mechanism (200), the first vibration damping mechanism (200) comprising:

a first connecting rod (210), wherein the first connecting rod (210) comprises a first end (211) and a second end (212), and the first end (211) is used for being fixedly connected with an axle (101);

a first rocker (220), the first rocker (220) comprising a third end (221) and a fourth end (222), the third end (221) being rotatably connected to the first link (210), the third end (221) being located at a midpoint between the first end (211) and the second end (212), the fourth end (222) being adapted to be rotatably connected to a frame (120);

the first crank (230) is arranged in parallel with the first rocker (220) at intervals along the direction perpendicular to the ground, the first crank (230) comprises a fifth end (231) and a sixth end (232), and the fifth end (231) is rotatably connected with the second end (212);

the first motor (240) is fixedly arranged on the frame (120), an output shaft of the first motor (240) is fixedly connected with the sixth end (232), the first motor (240) is used for being electrically connected with a vehicle control unit, and the vehicle control unit controls the rotation angle of the first crank (230) through the first motor (240) so as to control the rotation angles of the first connecting rod (210) and the first rocker (220) and reduce the vibration of the frame (120);

the distance between the first end (211) and the second end (212) is a first length, the distance between the fifth end (231) and the sixth end (232) is a second length, the distance between the third end (221) and the fourth end (222) is a third length, the distance between the output shaft of the first motor (240) and the fourth end (222) is a fourth length, and the first length, the second length, the third length and the fourth length are in a ratio of 5:1:2.5: 2.

2. The vehicle active vehicle attitude adjustment system according to claim 1, wherein the first connecting rod (210), the first crank (230), and the first rocker (220) are located on the same plane.

3. The active vehicle attitude adjustment system according to claim 1, further comprising:

an active control hydraulic lever (300), the active control hydraulic lever (300) being connected between any two of the first link (210), the first rocker (220), the first crank (230), or the frame (120).

4. The active vehicle attitude adjustment system according to claim 3, wherein the extension and retraction direction of the active control hydraulic rod (300) is at an acute angle to the ground.

5. The active vehicle attitude adjustment system according to claim 1, further comprising:

the second motor (260) is arranged on the frame (120) along the direction perpendicular to the ground, the second motor (260) and the first motor (240) are arranged at intervals, and an output shaft of the second motor (260) is fixedly connected with the fourth end (222).

6. The active vehicle attitude adjustment system according to claim 1, further comprising:

one end of the second vibration damping mechanism (500) is connected with the frame (120), the other end of the second vibration damping mechanism (500) is connected with the axle (101), and the second vibration damping mechanism (500) and the first vibration damping mechanism (200) are oppositely arranged on two sides of the frame (120).

7. The active vehicle attitude adjustment system according to claim 6, wherein the second damping mechanism (500) and the first damping mechanism (200) are equal in structural size.

8. An active vehicle attitude adjustment system, comprising:

a first link (210), the first link (210) comprising a first end (211) and a second end (212), the first end (211) being for connection with a wheel suspension (110);

9. The active vehicle attitude adjustment system according to claim 8, further comprising:

10. The active vehicle attitude adjustment system according to claim 9, wherein the extension and retraction direction of the active control hydraulic rod (300) is at an acute angle to the ground.

11. The active vehicle attitude adjustment system according to claim 10, further comprising:

one end of the second vibration damping mechanism (500) is connected with the frame (120), the other end of the second vibration damping mechanism (500) is connected with the wheel suspension (110), and the second vibration damping mechanism (500) and the first vibration damping mechanism (200) are arranged oppositely at intervals along the direction perpendicular to the ground.

12. A vehicle characterized by comprising an active vehicle attitude adjustment system (10) according to any one of claims 1 to 11.