A helical spring suspension with adjustable stiffness variation

Abstract

The application relates to a stiffness-adjustable and transformable helical spring suspension, and relates to the technical field of vehicle machinery, which comprises two suspension devices arranged on the two sides of a vehicle body and connected with wheel shafts on the two sides of the vehicle body and a connecting mechanism for connecting the two suspension devices, wherein each suspension device comprises a rotating rod, a mounting frame, a pull rod, a buffer sleeve, a buffer spring and a fixing assembly. The mounting frame is driven to move by the wheel shaft of the vehicle body, the rotating rod and the pull rod are driven to move by the movement of the mounting frame, the damping sheet is driven to move by the movement of the pull rod, the buffer spring is extruded by the movement of the damping sheet, and the impact force generated by the movement of the wheel shaft is damped and buffered by the buffer spring.

Description

Technical Field

[0001] This application relates to the technical field of vehicle mechanics, and in particular to a coil spring suspension with adjustable stiffness. Background Technology

[0002] Spring suspension is a common vehicle suspension system used to support and cushion vehicles from uneven road surfaces and impacts encountered during driving. It mainly consists of springs, shock absorbers, and other connecting components.

[0003] The main function of suspension springs is to support and mitigate the weight of the vehicle, and absorb and dampen the impacts and vibrations caused by uneven road surfaces. When the vehicle is in motion, the suspension springs are compressed and stretched, using elastic deformation to absorb and disperse road impact forces, providing a smoother driving experience.

[0004] As a common component of suspension systems, suspension springs have many advantages, but they also have some technical drawbacks. Generally speaking, the stiffness of a typical suspension spring is non-linear, meaning that within the spring's force range, the stiffness changes with compression or tension. This non-linear characteristic may cause the suspension system to react inconsistently under different road conditions or stress conditions, thus affecting the ride smoothness and the accuracy of suspension tuning. Summary of the Invention

[0005] In order to improve the adaptability of vehicle suspension to different road conditions or stress conditions, this application provides a coil spring suspension with adjustable stiffness.

[0006] This application provides a helical spring suspension with adjustable stiffness, which adopts the following technical solution:

[0007] A coil spring suspension with adjustable stiffness includes two suspension devices mounted on both sides of a vehicle body and connected to wheel axles on both sides of the vehicle body, and a connecting mechanism connecting the two suspension devices. The suspension devices include:

[0008] A rotating rod, which is rotatably mounted on the vehicle body;

[0009] Mounting bracket, which is mounted on a rotating rod, and the wheel axles of the vehicle body are rotatably mounted on the mounting bracket;

[0010] A tie rod, which is rotatably mounted on a mounting bracket;

[0011] A buffer sleeve is installed on the vehicle body. Three damping plates are axially slidably installed inside the buffer sleeve, dividing the inside of the buffer sleeve into three buffer spaces. The tie rod is connected to the damping plates.

[0012] The buffer springs are provided in three parts: a first spring, a second spring, and a third spring. The first spring, the second spring, and the third spring are respectively located in three buffer spaces of the buffer sleeve and are respectively connected to three damping plates. The wire diameter and the number of coils of the first spring, the second spring, and the third spring are all different. The wire diameter and the number of coils of the first spring are all greater than those of the second spring, and the wire diameter and the number of coils of the second spring are all greater than those of the third spring. The first spring is located in the buffer space near the inner bottom wall of the buffer sleeve, the third spring is located in the buffer space near the opening of the buffer sleeve, and the second spring is located in the buffer space between the first spring and the third spring.

[0013] A fixing component, wherein the connecting component is disposed on the vehicle body and is used to fix the relative position between the shock absorber and the buffer sleeve.

[0014] By adopting the above technical solution, when the vehicle body encounters uneven road surfaces or impacts, the movement of the vehicle's axle drives the movement of the mounting bracket, which in turn drives the movement of the rotating rod and the tie rod. The movement of the tie rod drives the movement of the shock absorber, compressing the buffer spring. The buffer spring dampens the impact force generated by the movement of the axle. The relative position between the shock absorber and the buffer sleeve is fixed by a fixing component. When the axle is under less stress, the shock absorber on the first and second springs is fixed to the buffer sleeve, and only the third spring is needed to achieve the shock absorption function of the axle. When the axle is under greater stress, the shock absorber on the second and first springs is adjusted and released according to the stress on the axle, so that the shock absorber on the second and first springs and the shock absorber on the third spring form a whole buffer unit. This expands the adaptability of the vehicle suspension to different road conditions or stress conditions, allowing the vehicle body to adapt to a wider range of road impacts and select the best damping solution for different road surfaces, thus improving the overall comfort of the vehicle during driving.

[0015] Optionally, the shock absorber connected to the first spring is designated as the first piece, the shock absorber connected to the second spring is designated as the second piece, and the shock absorber connected to the third spring is designated as the third piece. Two sets of fixing components are provided, each set used to fix the relative position of the first and second pieces to the buffer sleeve. Each fixing component includes:

[0016] A fixing ring is rotatably mounted on the buffer sleeve;

[0017] A fixing tooth is provided on a fixing ring and abuts against a second piece. A sliding notch is provided on the second piece, through which the fixing tooth can pass.

[0018] A driving component, which is mounted on the vehicle body and is used to drive the fixed ring to rotate.

[0019] By adopting the above technical solution, under normal circumstances, the fixing teeth on the fixing rings located at the first and second pieces are pressed against the first and second pieces, so that the first and second pieces will not be squeezed or moved by the second and third springs. Only the third piece is subjected to force and is damped and buffered by the third spring. When a damping spring with greater stiffness is required, the drive component is activated and rotates the fixing ring at the second piece as needed, so that the fixing teeth enter the sliding notch, so that the second piece can squeeze and move the second spring, and the second spring can work. The first and second springs work together to improve the overall spring stiffness. Similarly, when the force is greater, the drive component can drive the fixing ring located at the first spring to rotate. When the vehicle body returns to a flat road surface, the first and second springs will drive the first and second pieces to move back to their original positions. The drive component can then drive the fixing ring back to its original position to fix the positions of the first and second pieces. The third spring can then be used to provide appropriate damping and shock absorption on a relatively flat road surface, improving the overall stability of the vehicle body during operation.

[0020] Optionally, the driving element includes:

[0021] A pressure sensor is disposed on the second piece and the first piece and senses the pressure applied to the second piece and the first piece;

[0022] The push block has a sliding groove circumferentially formed on the outer side wall of the buffer sleeve. The push block is set on the fixed ring and located in the sliding groove. The end of the push block away from the fixed ring extends out of the sliding groove and out of the buffer sleeve.

[0023] An electric push rod, which is connected to a push block;

[0024] The controller is mounted on the vehicle body and is electrically connected to both the pressure sensor and the electric push rod. The controller is used to receive the electrical signal from the pressure sensor and control the electric push rod to push the push block.

[0025] By adopting the above technical solution, the pressure sensor senses the pressure on the second and first pieces. When the pressure value of the pressure sensor on the second piece reaches the target value, the controller receives the electrical signal from the pressure sensor and controls the electric push rod to start. The electric push rod drives the push block to move, and the movement of the push block can drive the fixed ring to rotate until the fixed tooth is located in the sliding notch, thereby realizing the real-time adjustment function of the position of the second and third pieces.

[0026] Optionally, the pull rod and the third piece are connected together via a transmission mechanism, the transmission mechanism comprising:

[0027] A torsion bar, which is rotatably mounted on the vehicle body;

[0028] The first transmission rod has one end mounted on the torsion bar, the axial direction of the first transmission rod is perpendicular to the axial direction of the torsion bar, and the other end of the first transmission rod is rotatably connected to the pull rod.

[0029] The second transmission rod is mounted on the torsion bar, and the axial direction of the second transmission rod is perpendicular to the axial direction of the torsion bar.

[0030] The third transmission rod, one end of which is rotatably connected to the third plate, and the other end of which is rotatably connected to the second transmission rod;

[0031] A damping assembly, which is mounted on the vehicle body and is used to provide damping for the rotation of the torsion bar.

[0032] By adopting the above technical solution, the movement of the tie rod drives the rotation of the first transmission rod, the rotation of the first transmission rod drives the rotation of the torsion bar, the rotation of the torsion bar drives the rotation of the second transmission rod, the rotation of the second transmission rod drives the movement of the third transmission rod, and the movement of the third transmission rod transmits the torque to the third plate, thereby realizing the force transmission process between the tie rod and the third plate. The damping component is used to provide appropriate damping for the rotation of the torsion bar, thereby reducing the probability of the third plate being suddenly subjected to a large force due to a sudden change in force, which could crush the third spring, and improving the overall buffering and shock absorption effect of the suspension device.

[0033] Optionally, the damping component includes:

[0034] A hydraulic cylinder, which is mounted on the vehicle body;

[0035] The fourth transmission rod has one end mounted on a torsion bar and the other end rotatably connected to the piston rod of a hydraulic cylinder.

[0036] By adopting the above technical solution, the torsion bar rotates while driving the fourth transmission rod to move. The movement of the fourth transmission rod drives the piston rod of the hydraulic cylinder to move. The hydraulic cylinder buffers and dampens the movement of the piston rod, thereby partially buffering and absorbing the torsion force on the torsion bar, improving the overall buffering effect of the suspension device.

[0037] Optionally, the connecting mechanism includes:

[0038] Two connecting shafts are rotatably mounted on the vehicle body and are in a vertical position. The third transmission rods on the two suspension devices are rotatably connected to the two connecting shafts respectively.

[0039] A dual-piston rod hydraulic cylinder is mounted on the vehicle body, wherein the two piston rods of the dual-piston hydraulic cylinder are respectively slidably and rotatably connected to two connecting shafts.

[0040] By adopting the above technical solution, when there is a height difference between the wheels on both sides of the vehicle body, the third transmission rod on the side with the higher height moves, causing the connecting shaft to rotate. The rotation of the connecting shaft causes the piston rod on one side of the double piston rod hydraulic cylinder to rotate. The rotation of the piston rod on one side of the double piston rod hydraulic cylinder causes the piston rod on the other side to move as well. The movement of the piston rod on the other side causes the connecting shaft and the third transmission rod on the other side to move, thereby reducing the height difference between the wheels on both sides of the vehicle body, enabling the vehicle body to maintain a balanced force and reducing the probability of rollover.

[0041] Optionally, anti-roll bars are provided on the swivels of the two suspension devices, and the two ends of the anti-roll bars are respectively connected to the two swivels.

[0042] By adopting the above technical solution, anti-roll bars are fixed on two pivots. When the car is cornering, the anti-roll bars will twist. The elasticity of the anti-roll bar body becomes the resistance to tilting and can play an anti-torsional role to reduce the degree of stretching and compression of the inner side of the suspension, thereby controlling the tilting degree of the car and achieving the effect of lateral stability.

[0043] Optionally, the rotating rod includes two long rods and a crossbar. One end of the two long rods is rotatably mounted on the vehicle body, and the other end of the two long rods is connected to the mounting bracket. The distance between the ends of the two long rods connected to the mounting bracket is less than the distance between the ends of the two long rods connected to the vehicle body. The crossbar is horizontally mounted on the two long rods and located between the two long rods.

[0044] By adopting the above technical solution, the rotating rod is set as a combination of two long rods and one crossbar. The triangular shape improves the overall stability and structural strength of the rotating rod and reduces the probability of damage to the rotating rod due to long-term vibration.

[0045] In summary, this application includes at least one of the following beneficial technical effects:

[0046] 1. The movement of the wheel axle of the vehicle body drives the movement of the mounting bracket, which in turn drives the rotating rod and the tie rod, which in turn drives the movement of the shock absorber to compress the buffer spring. The buffer spring dampens the impact force generated by the movement of the wheel axle. The relative position between the shock absorber and the buffer sleeve is fixed by a fixing component. When the wheel axle is under less force, the shock absorber and the buffer sleeve on the first and second springs are fixed together. Only the third spring is needed to achieve the shock absorption function of the wheel axle.

[0047] 2. When the axle is under heavy load, the damping pads on the second and first springs are adjusted and released sequentially according to the load on the axle. This makes the damping pads on the second and first springs and the damping pads on the third spring a whole buffer unit, thereby expanding the range of vehicle suspension adaptability under different road conditions or load conditions. This allows the vehicle body to adapt to a wider range of road impacts and can select the best damping solution for different road surfaces, improving the overall comfort of the vehicle when driving.

[0048] 3. By setting the rotating rod as a combination of two long rods and one crossbar, the overall stability and structural strength of the rotating rod are improved through the triangular shape, and the probability of the rotating rod being damaged due to long-term vibration is reduced. Attached Figure Description

[0049] Figure 1 This is a three-dimensional structural diagram of this application;

[0050] Figure 2 This is a structural schematic diagram of the suspension device in this application;

[0051] Figure 3 This is a structural schematic diagram of the fixing components and connecting mechanism in this application, in which the side wall of the buffer sleeve is shown in cross section.

[0052] Reference numerals: 1. Suspension device; 11. Rotary rod; 111. Long rod; 112. Crossbar; 12. Mounting bracket; 13. Tie rod; 14. Buffer sleeve; 15. Buffer spring; 151. First spring; 152. Second spring; 153. Third spring; 16. Fixed assembly; 17. Shock absorber; 171. First piece; 172. Second piece; 173. Third piece; 2. Connecting mechanism; 21. Connecting shaft; 22. Double piston rod hydraulic cylinder; 23. Connecting block; 31. Fixing ring; 32. Fixing tooth; 33. Driving component; 35. Push block; 36. Electric push rod; 4. Transmission mechanism; 41. Torsion bar; 42. First transmission rod; 43. Second transmission rod; 44. Third transmission rod; 45. Damping assembly; 46. Hydraulic cylinder; 47. Fourth transmission rod; 5. Anti-roll bar. Detailed Implementation

[0053] The following is in conjunction with the appendix Figure 1 - Appendix Figure 3 This application will be described in further detail.

[0054] This application discloses a helical spring suspension with adjustable stiffness.

[0055] Reference Figure 1 The adjustable stiffness coil spring suspension includes two suspension devices 1 located on both sides of the vehicle body and connected to the wheel axles on both sides of the vehicle body, and a connecting mechanism 2 connecting the two suspension devices 1.

[0056] Reference Figure 1 and Figure 2 The suspension device 1 includes a pivot rod 11, a mounting bracket 12, a tie rod 13, a buffer sleeve 14, a buffer spring 15, and a fixing assembly 16. The pivot rod 11 includes two long rods 111 and a crossbar 112. One end of each of the two long rods 111 is rotatably mounted on the vehicle body. The mounting bracket 12 is fixedly connected to the other end of the two long rods 111. The distance between the two long rods 111 and the end connected to the mounting bracket 12 is less than the distance between the two long rods 111 and the end connected to the vehicle body. The crossbar 112 is horizontally fixedly connected to the two long rods 111 and located between the two long rods 111.

[0057] Reference Figure 1 and Figure 2 One end of the tie rod 13 is rotatably connected to the end where the two long rods 111 are connected. The buffer sleeve 14 is fixedly connected to the vehicle body, and three damping plates 17 are axially slidably disposed inside the buffer sleeve 14. The tie rod 13 and the damping plates 17 are connected together by the transmission mechanism 4.

[0058] Reference Figure 2 and Figure 3 Three damping plates 17 divide the buffer sleeve 14 into three buffer spaces. Three buffer springs 15 are provided: a first spring 151, a second spring 152, and a third spring 153. These springs are respectively located within the three buffer spaces of the buffer sleeve 14 and are fixedly connected to the three damping plates 17. The wire diameter and number of coils of the first spring 151, second spring 152, and third spring 153 are different. The wire diameter and number of coils of the first spring 151 are greater than those of the second spring 152, and the wire diameter and number of coils of the second spring 152 are greater than those of the third spring 153. The first spring 151 is located in the buffer space near the inner bottom wall of the buffer sleeve 14, the third spring 153 is located in the buffer space near the opening of the buffer sleeve 14, and the second spring 152 is located in the buffer space between the first spring 151 and the third spring 153.

[0059] Reference Figure 2 and Figure 3 The three damping plates 17 are configured such that the damping plate 17 connected to the first spring 151 and the second spring 152 is designated as the first plate 171, the damping plate 17 connected to the second spring 152 and the third spring 153 is designated as the second plate 172, and the damping plate 17 connected to the third spring 153 is designated as the third plate 173. Two sets of fixing components 16 are provided, which are used to fix the relative positions of the first plate 171 and the second plate 172 with the buffer sleeve 14.

[0060] Reference Figure 2 and Figure 3 The fixing component 16 includes a fixing ring 31, a fixing tooth 32, and a driving member 33. Taking the fixing component 16 on the second piece 172 as an example, the fixing ring 31 is rotatably mounted on the inner wall of the buffer sleeve 14. The fixing tooth 32 is fixedly connected to the inner side wall of the fixing ring 31 and abuts against the side wall of the second piece 172 near the bottom inner wall of the buffer sleeve 14. A sliding notch is provided on the second piece 172 for the fixing tooth 32 to pass through. When the fixing ring 31 rotates to the position where the fixing tooth 32 corresponds to the sliding notch, the second piece 172 can slide.

[0061] Reference Figure 3 The driving component 33 is mounted on the vehicle body and is used to drive the fixed ring 31 to rotate. The driving component 33 includes a pressure sensor, a push block 35, an electric push rod 36, and a controller. The pressure sensor is fixedly connected to the surface of the second piece 172 connected to the third spring 153 and senses the pressure of the third spring 153. A sliding groove communicating with the interior of the buffer sleeve 14 is formed on the outer wall of the buffer sleeve 14 circumferentially. One end of the push block 35 is fixedly connected to the outer wall of the fixed ring 31, and the other end of the push block 35 extends out of the sliding groove. The electric push rod 36 is fixedly connected to the vehicle body and rotatably connected to the end of the push block 35 located outside the sliding groove. The controller is fixedly connected to the vehicle body and is electrically connected to both the pressure sensor and the electric push rod 36.

[0062] Reference Figure 3 The pressure sensor senses the pressure on the second piece 172. When the pressure value on the pressure sensor on the second piece 172 reaches the target value, the controller receives the electrical signal from the pressure sensor and controls the electric push rod 36 to start. The electric push rod 36 drives the push block 35 to move. The movement of the push block 35 can drive the fixed ring 31 to rotate until the fixed tooth 32 is located in the sliding notch. This causes the second piece 172 to squeeze the second spring 152 to move under the action of the third spring 153. The second spring 152 and the third spring 153 cooperate to buffer the pressure on the third piece 173, thereby improving the overall stiffness of the buffer spring 15.

[0063] Reference Figure 1 and Figure 2 The damping pad 17 and the tie rod 13 are connected by a transmission mechanism 4, which includes a torsion bar 41, a first transmission rod 42, a second transmission rod 43, a third transmission rod 44, and a damping assembly 45. The torsion bar 41 is rotatably mounted on the vehicle body and is located between the buffer sleeve 14 and the tie rod 13. One end of the first transmission rod 42 is fixedly connected to the end of the torsion bar 41 near the mounting bracket 12, and the axial direction of the first transmission rod 42 is perpendicular to the axial direction of the torsion bar 41. The other end of the first transmission rod 42 is rotatably connected to the tie rod 13.

[0064] Reference Figure 2 and Figure 3 The second transmission rod 43 is fixedly connected to the end of the torsion bar 41 near the buffer sleeve 14 and its axis is perpendicular to the axis of the torsion bar 41. One end of the third transmission rod 44 is rotatably connected to the surface of the third piece 173, and the other end of the third transmission rod 44 is rotatably connected to the end of the second transmission rod 43 away from the torsion bar 41.

[0065] Reference Figure 1 and Figure 2 A damping assembly 45 is mounted on the vehicle body and provides damping for the rotation of the torsion bar 41. The damping assembly 45 includes a hydraulic cylinder 46 and a fourth transmission rod 47. The hydraulic cylinder 46 is fixedly connected to the vehicle body. One end of the fourth transmission rod 47 is fixedly connected to the torsion bar 41 and its axial direction is perpendicular to the axial direction of the torsion bar 41. The other end of the fourth transmission rod 47 is rotatably connected to the piston rod of the hydraulic cylinder 46.

[0066] Reference Figure 2 and Figure 3 When the vehicle encounters an uneven road surface or an impact, the movement of the vehicle's axles causes the mounting bracket 12 to move. The movement of the mounting bracket 12 causes the rotating rod 11 and the pull rod 13 to move. The movement of the pull rod 13 causes the first transmission rod 42 to rotate. The rotation of the first transmission rod 42 causes the torsion rod 41 to rotate. The rotation of the torsion rod 41 causes the second transmission rod 43 to rotate. The rotation of the second transmission rod 43 causes the third transmission rod 44 to move. The movement of the third transmission rod 44 transmits torque to the third piece 173, thus realizing the force transmission process between the pull rod 13 and the third piece 173.

[0067] Reference Figure 2 and Figure 3 As the torsion bar 41 rotates, it drives the fourth transmission rod 47 to move. The movement of the fourth transmission rod 47 drives the piston rod of the hydraulic cylinder 46 to move. The hydraulic cylinder 46 buffers and dampens the movement of the piston rod, thereby partially buffering and absorbing the torque on the torsion bar 41. This reduces the probability that the force on the third leaf 173 will suddenly increase due to a sudden change in force and crush the third spring 153, thus improving the overall buffering effect of the suspension device 1.

[0068] Reference Figure 1 and Figure 3The connecting mechanism 2 is used to connect the two suspension devices 1 described above. The connecting mechanism 2 includes two connecting shafts 21 and a double-piston rod hydraulic cylinder 22. Both connecting shafts 21 are rotatably mounted on the vehicle body and are in a vertical position. A connecting block 23 is fixedly connected to the side wall of the connecting shaft 21, and a strip-shaped hole is opened on the connecting block 23 along the axial direction of the connecting shaft 21. A connecting rod is fixedly connected to the side wall of the third transmission rod 44, and the end of the connecting rod away from the third transmission rod 44 extends into the strip-shaped hole. The double-piston rod hydraulic cylinder 22 is fixedly connected to the vehicle body, and the two piston rods of the double-piston rod hydraulic cylinder 22 are slidably and rotatably connected to the two connecting shafts 21 respectively.

[0069] Referring to the diagram, when a height difference occurs between the wheels on both sides of the vehicle body, the third transmission rod 44 on the side with the higher height moves, causing the connecting shaft 21 to rotate. The rotation of the connecting shaft 21 causes the piston rod on one side of the double piston rod hydraulic cylinder 22 to rotate. The rotation of the piston rod on one side of the double piston rod hydraulic cylinder 22 causes the piston rod on the other side to move as well. The movement of the piston rod on the other side causes the connecting shaft 21 and the third transmission rod 44 on the other side to move, thereby reducing the height difference between the wheels on both sides of the vehicle body. This allows the vehicle body to maintain a balanced force distribution and reduces the probability of rollover.

[0070] Reference Figure 1 Anti-roll bars 5 are provided on the rotating rods 11 of the two suspension devices 1, and the two ends of the anti-roll bars 5 are respectively connected to the two rotating rods 11.

[0071] The working principle of this application embodiment is as follows:

[0072] When the vehicle encounters uneven road surfaces or impacts, the movement of the wheel axle causes the mounting bracket 12 to move. The movement of the mounting bracket 12 then moves the rotating rod 11 and the pull rod 13. The movement of the pull rod 13 causes the damping pad 17 to move, compressing the buffer spring 15. The buffer spring 15 dampens the impact force generated by the wheel axle movement. The relative position between the damping pad 17 and the buffer sleeve 14 is fixed by the fixing assembly 16. When the wheel axle is under relatively low force, the damping pad 17 on the first spring 151 and the second spring 152 is fixed to the buffer sleeve 14, and only the third spring 153 is used. This allows for shock absorption and cushioning of the wheel axle. When the wheel axle is under significant stress, the damping pads 17 on the second spring 152 and the first spring 151 are adjusted and released sequentially according to the stress on the wheel axle. This makes the damping pads 17 on the second spring 152 and the first spring 151, together with the damping pads 17 on the third spring 153, form a single buffer unit. This expands the adaptability of the vehicle suspension to different road conditions or stress situations, enabling the vehicle body to adapt to a wider range of road impacts. It also allows for the selection of the optimal cushioning and shock absorption scheme for different road surfaces, improving the overall comfort of the vehicle during driving.

[0073] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A coil spring suspension with adjustable stiffness, characterized in that: The system includes two suspension devices (1) located on both sides of the vehicle body and connected to the wheel axles on both sides of the vehicle body, and a connecting mechanism (2) connecting the two suspension devices (1). The suspension devices (1) include: Rotary rod (11), which is rotatably mounted on the vehicle body; Mounting bracket (12), which is mounted on the rotating rod (11), and the wheel axles of the vehicle body are rotatably mounted on the mounting bracket (12); A pull rod (13) is rotatably mounted on a mounting bracket (12); A buffer sleeve (14) is installed on the vehicle body. Three damping plates (17) are slidably installed in the buffer sleeve (14) along the axial direction. The three damping plates (17) divide the buffer sleeve (14) into three buffer spaces. The pull rod (13) is connected to the damping plates (17). A buffer spring (15) is provided, and three buffer springs (15) are provided. The three buffer springs (15) are divided into a first spring (151), a second spring (152) and a third spring (153). The first spring (151), the second spring (152) and the third spring (153) are respectively arranged in the three buffer spaces of the buffer sleeve (14) and are respectively connected to three shock-absorbing plates (17). The wire diameter and the number of coils of the first spring (151), the second spring (152) and the third spring (153) are not the same. Similarly, the wire diameter and number of coils of the first spring (151) are both greater than those of the second spring (152), and the wire diameter and number of coils of the second spring (152) are both greater than those of the third spring (153). The first spring (151) is located in the buffer space on the side of the buffer sleeve (14) near the inner bottom wall, the third spring (153) is located in the buffer space on the side of the buffer sleeve (14) near the opening, and the second spring (152) is located in the buffer space between the first spring (151) and the third spring (153). A fixing component (16) is disposed on the vehicle body and is used to fix the relative position between the shock absorber (17) and the buffer sleeve (14).

2. The helical spring suspension with adjustable stiffness according to claim 1, characterized in that: Of the three damping plates (17), the damping plate (17) connected to the first spring (151) and the second spring (152) is designated as the first plate (171), the damping plate (17) connected to the second spring (152) and the third spring (153) is designated as the second plate (172), and the damping plate (17) connected to the third spring (153) is designated as the third plate (173). Two sets of fixing components (16) are provided, each set used to fix the relative position between the first plate (171) and the second plate (172) and the buffer sleeve (14). The fixing components (16) include: A fixing ring (31) is rotatably mounted on a buffer sleeve (14); A fixing tooth (32) is provided on a fixing ring (31) and abuts against a second piece (172). A sliding notch is provided on the second piece (172) so that the fixing tooth (32) can pass through. A drive unit (33) is mounted on the vehicle body and is used to drive the fixed ring (31) to rotate.

3. A helical spring suspension with adjustable stiffness according to claim 2, characterized in that: The drive unit (33) includes: A pressure sensor is disposed on the second piece (172) and the first piece (171) and senses the pressure applied to the second piece (172) and the first piece (171); Push block (35), a sliding groove is provided on the outer side wall of the buffer sleeve (14) along the circumferential direction of the outer side wall, the push block (35) is set on the fixed ring (31) and located in the sliding groove, and one end of the push block (35) away from the fixed ring (31) extends out of the sliding groove and out of the buffer sleeve (14); An electric push rod (36) is connected to a push block (35); The controller is mounted on the vehicle body and is electrically connected to both the pressure sensor and the electric push rod (36). The controller is used to receive the electrical signal from the pressure sensor and control the electric push rod (36) to push the push block (35).

4. A helical spring suspension with adjustable stiffness according to claim 2, characterized in that: The pull rod (13) and the third piece (173) are connected together by a transmission mechanism (4), the transmission mechanism (4) comprising: Torsion bar (41), said torsion bar (41) is rotatably mounted on the vehicle body; The first transmission rod (42) has one end mounted on the torsion bar (41), and the axial direction of the first transmission rod (42) is perpendicular to the axial direction of the torsion bar (41). The other end of the first transmission rod (42) is rotatably connected to the pull rod (13). The second transmission rod (43) is mounted on the torsion bar (41), and the axial direction of the second transmission rod (43) is perpendicular to the axial direction of the torsion bar (41). The third transmission rod (44) has one end rotatably connected to the third piece (173) and the other end rotatably connected to the second transmission rod (43); A damping assembly (45) is mounted on the vehicle body and is used to provide damping for the rotation of the torsion bar (41).

5. A helical spring suspension with adjustable stiffness according to claim 4, characterized in that: The damping component (45) includes: Hydraulic cylinder (46), which is mounted on the vehicle body; The fourth transmission rod (47) has one end mounted on the torsion bar (41) and the other end rotatably connected to the piston rod of the hydraulic cylinder (46).

6. A helical spring suspension with adjustable stiffness according to claim 4, characterized in that: The connecting mechanism (2) includes: Two connecting shafts (21) are rotatably mounted on the vehicle body and are in a vertical state. The third transmission rods (44) on the two suspension devices (1) are rotatably connected to the two connecting shafts (21); A double piston rod hydraulic cylinder (22) is mounted on the vehicle body. The two piston rods of the double piston rod hydraulic cylinder (22) are respectively slidably and rotatably connected to two connecting shafts (21).

7. A helical spring suspension with adjustable stiffness according to claim 1, characterized in that: Anti-roll bars (5) are provided on the rotating rods (11) of the two suspension devices (1), and the two ends of the anti-roll bars (5) are respectively connected to the two rotating rods (11).

8. A helical spring suspension with adjustable stiffness according to claim 1, characterized in that: The rotating rod (11) includes two long rods (111) and a crossbar (112). One end of the two long rods (111) is rotatably mounted on the vehicle body, and the other end of the two long rods (111) is connected to the mounting bracket (12). The distance between the two long rods (111) and the end connected to the mounting bracket (12) is less than the distance between the two long rods (111) and the end connected to the vehicle body. The crossbar (112) is horizontally mounted on the two long rods (111) and located between the two long rods (111).

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