Shock-absorbing cantilever with self-adjusting support strength according to deflection and shock-absorbing method thereof

Abstract

This invention relates to the field of shock absorption technology, specifically a shock-absorbing cantilever that self-adjusts its support strength according to sway. It includes a connecting rod with mounting plates at both ends. A first hinge plate and a second hinge plate are hinged to the mounting plates. A tire mounting component is mounted on the end of the first and second hinge plates away from the mounting plates, and an axle is rotatably mounted on the tire mounting component. A support mechanism is provided on the second hinge plate to support the vehicle frame. This support mechanism includes a shock-absorbing component and a compression component. The shock-absorbing component includes a fixed rod mounted on the mounting plate, with a support member slidably mounted on the fixed rod. The support member is connected to the second hinge plate via the compression component. When the second hinge plate deflects, it can drive the support member to descend axially along the fixed rod. A strength adjustment component is mounted on the second hinge plate and electrically connected to the support member. When the axle rotates, it can drive the support member to descend axially along the fixed rod.

Description

Technical Field

[0001] This invention relates to the field of vibration reduction technology, specifically a vibration-damping cantilever that self-adjusts its support strength according to sway. Background Technology

[0002] With the development of society, economy, and the automotive industry, automobiles have become increasingly common. The processing of any component in a car is crucial. During driving, any abnormal noises, jamming, or excessive deformation from automotive parts can cause significant psychological stress for the driver, affecting driving safety. Shock absorbers are a particularly important part of automotive components; however, current shock absorber brackets are generally quite simple, providing fixed support strength to the vehicle body. When the car experiences severe bumps, these fixed-strength brackets may fail to provide stable support, and the shock absorption strength will decrease accordingly. This bumpy ride can cause discomfort to the driver and passengers. Therefore, a shock absorber cantilever that automatically adjusts its support strength according to sway is needed to solve these problems. Summary of the Invention

[0003] The purpose of this invention is to provide a shock-absorbing cantilever that self-adjusts its support strength according to sway, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] A shock-absorbing cantilever that self-adjusts its support strength according to sway includes a connecting rod. Both ends of the connecting rod are provided with a placement plate. A first hinge plate and a second hinge plate are hinged together from top to bottom along the width direction of the placement plate. A tire mounting component is installed at the end of the first hinge plate and the second hinge plate away from the placement plate. An axle is rotatably mounted on the tire mounting component.

[0006] A support mechanism is provided on the second hinge plate. The support mechanism is used to support the frame and includes a shock absorption component and a compression component. The shock absorption component includes a fixed rod provided on the mounting plate. A support member is slidably provided on the fixed rod. The support member is connected to the second hinge plate through the compression component. When the second hinge plate deflects, the compression component can drive the support member to descend along the axial direction of the fixed rod.

[0007] A strength adjustment component is disposed on the second hinge plate and electrically connected to the support member. When the wheel axle rotates, the strength adjustment component can drive the support member to descend along the axial direction of the fixed rod.

[0008] As a further aspect of the present invention: the shock absorption assembly further includes a plug rod that is coaxially and fixedly connected to the fixed rod. One end of the plug rod away from the fixed rod is slidably connected to a rotating sleeve that is hinged to the second hinge plate. A first spring is slidably provided on the plug rod. One end of the first spring abuts against the rotating sleeve, and the other end abuts against the support member.

[0009] As a further embodiment of the present invention: the support member includes a second lifting plate slidably disposed on the fixed rod, a cylinder is fixedly disposed on the side of the second lifting plate facing the first spring, a first lifting plate is disposed at the end of the cylinder away from the second lifting plate, and the first lifting plate is slidably disposed on the plug rod.

[0010] As a further embodiment of the present invention: the compression assembly includes a cam rotatably mounted on the placement plate, the cam cooperating with a pulley rotatably mounted on the second lifting plate, and the cam being connected to a rotating rod rotatably mounted on the placement plate via a belt, the second hinge plate being rotatably mounted on the rotating rod, and a gear being coaxially arranged on the rotating rod, the gear meshing with an arc-shaped rack plate arranged on the second hinge plate.

[0011] As a further embodiment of the present invention: the intensity adjustment component includes a linkage structure and a lifting trigger structure. The linkage structure includes a connecting rod fixed coaxially with the wheel axle. A sliding sleeve is slidably disposed on the connecting rod. A second connecting plate is rotatably mounted on the sliding sleeve. A rotating shaft is disposed at the end of the second connecting plate away from the sliding sleeve. The rotating shaft is connected to the sliding sleeve via a second transmission belt. A first connecting plate is rotatably mounted on the rotating shaft. A rotating rod is disposed at the end of the first connecting plate away from the rotating shaft. The rotating rod is connected to the rotating shaft via a first transmission belt. The rotating rod is rotatably mounted on a deflection plate. The deflection plate is hinged to a fixed base disposed on the second hinge plate.

[0012] As a further embodiment of the present invention: the lifting triggering structure includes two sets of guide rods arranged along the circumference of the rotating rod. A second spring and a sleeve are slidably arranged on the guide rod. One end of the second spring abuts against the sleeve, and the other end abuts against the end of the guide rod away from the rotating rod. The two sets of sleeves are hinged to a movable sleeve slidably arranged on the rotating rod through a hinge rod. A sleeve ring is rotatably installed on the movable sleeve. A trigger rod is arranged on the side of the sleeve ring facing the placement plate. The trigger rod cooperates with a pressure sensor fixedly installed on the second hinge plate.

[0013] As a further aspect of the present invention, a vibration reduction method that self-adjusts the support strength according to sway is also proposed, employing the aforementioned vibration-reducing cantilever that self-adjusts the support strength according to sway, comprising the following steps:

[0014] Step 1: When the car is driving normally, the wheel axle drives the rotating rod to rotate continuously in the same direction, causing the moving sleeve to move closer to the shelf along the axial direction of the rotating rod;

[0015] Step 2: The moving sleeve drives the trigger rod to move toward the shelf to squeeze the pressure sensor. The squeezed pressure sensor controls the extension end of the cylinder to move, so that the first lifting plate squeezes the first spring downward along the axial direction of the plug rod. The reaction force of the squeezed first spring on the first lifting plate pushes the first lifting plate upward, which can support the frame.

[0016] Step 3: When the car bumps, the second hinge plate deflects, and the arc-shaped rack plate and gear enter a meshing transmission state, which can drive the gear to rotate. At this time, under the connection of the belt, the cam rotates and squeezes the pulley, pushing the pulley down along the axial direction of the fixed rod. The stronger the bump, the greater the descent.

[0017] Step 4: The descending pulley drives the second lifting plate to descend along the axial direction of the fixed rod, further compressing the first spring and increasing the elastic potential energy stored in the first spring. This makes the force exerted by the first spring on the first lifting plate greater, and the overall support strength stronger.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] By setting up a support mechanism, the shock-absorbing components set on the loading plate support the vehicle body. When the car bumps during driving, the swaying second hinge plate drives the compression component to move, which can increase the energy stored in the first spring, thereby increasing the supporting force of the first spring on the vehicle body. Moreover, the greater the degree of bumps, the greater the energy stored in the first spring, resulting in higher vehicle body stability.

[0020] By utilizing the strength adjustment component, during vehicle operation, the rotation of the wheel axle drives the lifting trigger structure to operate, controlling the first lifting plate to further compress the first spring downwards, thereby increasing the energy stored in the first spring. At this time, the combined effect of the downward-moving first lifting plate and the second lifting plate driven downwards by the compression component further increases the energy stored in the first spring, making the first spring provide stronger support for the vehicle body. Furthermore, during vehicle operation, the compression of the first and second lifting plates will automatically adjust according to the vehicle body's vibrations to ensure vehicle stability. Attached Figure Description

[0021] Figure 1This is a structural schematic diagram of one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0022] Figure 2 This is a schematic diagram of the support mechanism in one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0023] Figure 3 This is a schematic diagram of the structure of the damping component in one embodiment of a damping cantilever that self-adjusts its support strength according to sway.

[0024] Figure 4 This is a schematic diagram of the structure of an arc-shaped rack and gear connection in one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0025] Figure 5 This is a schematic diagram of the compression component in one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0026] Figure 6 This is a schematic diagram of the linkage structure in one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0027] Figure 7 This is a schematic diagram of the structure of a shock-absorbing cantilever that self-adjusts its support strength according to sway, showing the connection between the sliding sleeve and the wheel axle in one embodiment.

[0028] Figure 8 This is a schematic diagram of the lifting trigger structure in one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0029] Figure 9 This is a schematic diagram of the sleeve ring in one embodiment of a shock-absorbing cantilever that self-adjusts its support strength according to sway.

[0030] In the diagram: 1. Shelf; 2. Connecting rod; 3. Support beam; 4. Fixing rod; 5. Mounting plate; 6. First hinge plate; 7. Belt; 8. Rotating rod; 9. Arc-shaped rack plate; 10. Second hinge plate; 11. Sleeve ring; 12. First lifting plate; 13. First spring; 14. Fixing component; 15. Fixed base; 16. Pressure sensor; 17. Gear; 18. Trigger rod; 19. Rotating sleeve; 20. Moving sleeve; 2 1. Cylinder; 22. Second lifting plate; 23. Pulley; 24. Connecting rod; 25. Cam; 26. Wheel axle; 27. First connecting plate; 28. Connecting rod; 29. ​​Sliding sleeve; 30. Second connecting plate; 31. Second transmission belt; 32. Rotating shaft; 33. First transmission belt; 34. Deflecting plate; 35. Sleeve sleeve; 36. Second spring; 37. Guide rod; 38. Hinge rod; 39. Tire mounting component; 40. Rotating rod. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] Furthermore, elements in this invention are referred to as being "fixed to" or "set on" another element, which may be directly on the other element or may also include an intervening element. When an element is considered to be "connected" to another element, it may be directly connected to the other element or may also include an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementations.

[0033] Please see Figures 1-9 In this embodiment of the invention, a shock-absorbing cantilever that self-adjusts its support strength according to sway includes a connecting rod 2. Both ends of the connecting rod 2 are provided with a placement plate 1. A first hinge plate 6 and a second hinge plate 10 are hingedly installed on the placement plate 1 from top to bottom along its width direction. A tire mounting component 39 is installed on the end of the first hinge plate 6 and the second hinge plate 10 away from the placement plate 1. A wheel axle 26 is rotatably installed on the tire mounting component 39.

[0034] For details, please refer to Figure 1 , Figure 2 , Figure 6 , Figure 7 The axle 26 is provided with a mounting plate 5 on the side away from the storage plate 1, and the mounting plate 5 is used to fix the tire.

[0035] A support mechanism is provided on the second hinge plate 10. The support mechanism is used to support the frame and includes a shock absorption component and a compression component. The shock absorption component includes a fixed rod 4 provided on the storage plate 1. A support member is slidably provided on the fixed rod 4. The support member is connected to the second hinge plate 10 through the compression component. When the second hinge plate 10 deflects, the compression component can drive the support member to descend along the axial direction of the fixed rod 4.

[0036] Please see Figure 1 , Figure 2 It should be noted that the two sets of support components are connected by support beam 3, and the vehicle body is installed on the support components to support the entire vehicle body.

[0037] The shock absorption assembly also includes a plug rod 24 that is coaxially fixedly connected to the fixed rod 4. One end of the plug rod 24 away from the fixed rod 4 is slidably connected to a rotating sleeve 19 that is hinged to the second hinge plate 10. A first spring 13 is slidably provided on the plug rod 24. One end of the first spring 13 abuts against the rotating sleeve 19, and the other end abuts against the support member.

[0038] For details, please refer to Figure 3 The aforementioned fixing rod 4 is fixedly connected to the fixing member 14 set on the shelf 1 so that the fixing rod 4 always remains parallel to the shelf 1, and the aforementioned plug rod 24 is slidably connected to the rotating sleeve 19. In the initial state, the aforementioned first spring 13 is in a compressed state, which can push the support member upward along the axial direction of the fixing rod 4 to support the vehicle body. When the vehicle bumps during driving, the first hinge plate 6 and the second hinge plate 10 deflect relative to the shelf 1. At this time, the rotating sleeve 19 deflects and compresses the first spring 13 upward along the axial direction of the plug rod 24, which increases the elastic potential energy stored in the first spring 13 and the reaction force on the support member is also greater, which can play a role in buffering and shock absorption of the bumpy vehicle body.

[0039] The support includes a second lifting plate 22 slidably disposed on the fixed rod 4. A cylinder 21 is fixedly disposed on the side of the second lifting plate 22 facing the first spring 13. A first lifting plate 12 is disposed at the end of the cylinder 21 away from the second lifting plate 22. The first lifting plate 12 is slidably disposed on the plug rod 24.

[0040] For details, please refer to Figure 2 , Figure 3 The telescopic end of the cylinder 21 is fixedly connected to the first lifting plate 12. In the initial state, the first spring 13 pushes the first lifting plate 12 and the second lifting plate 22 close to the fixing member 14. At this time, the vehicle body compresses the second lifting plate 22 downward, so that the second lifting plate 22 is located in the middle of the fixing rod 4. When the vehicle bumps, the second lifting plate 22 slides up and down along the fixing rod 4 under the action of the first spring 13 to reduce the vibration of the vehicle body and prevent the vehicle body from shaking violently.

[0041] The compression assembly includes a cam 25 rotatably mounted on the shelf 1. The cam 25 cooperates with a pulley 23 rotatably mounted on the second lifting plate 22. The cam 25 is connected to a rotating rod 8 rotatably mounted on the shelf 1 via a belt 7. The second hinge plate 10 is rotatably mounted on the rotating rod 8. A gear 17 is coaxially arranged on the rotating rod 8. The gear 17 meshes with an arc-shaped rack plate 9 arranged on the second hinge plate 10.

[0042] For details, please refer to Figure 1 , Figure 2 , Figure 4 , Figure 5 The aforementioned cam 25 is rotatably mounted on the storage plate 1. Under the influence of gravity, the long axis of the cam 25 faces downward and contacts the pulley 23. When the car experiences bumps, the deflected second hinge plate 10 drives the arc-shaped rack plate 9 to rotate around the axis of the rotating rod 8, which in turn drives the gear 17 to rotate, causing the rotating rod 8 to rotate. At this time, under the transmission action of the belt 7, the cam 25 rotates and compresses the pulley 23, pushing the pulley 23 down along the axial direction of the fixed rod 4, further compressing the first spring 13, increasing the energy stored in the first spring 13. In particular, the greater the degree of vehicle bumps, the more energy the first spring 13 stores, and the greater the overall support force on the vehicle body, making the vehicle body more stable.

[0043] When a vehicle encounters bumpy road sections while driving, a shock-absorbing structure is usually required to ensure the overall stability of the vehicle body and reduce the degree of bumps, thus providing a better driving experience for the driver and passengers. In this embodiment of the invention, a support mechanism is set up, and the shock-absorbing components set on the storage plate 1 support the vehicle body. When the car bumps during driving, the swaying second hinge plate 10 drives the compression component to move, which increases the energy stored in the first spring 13, thereby increasing the supporting force of the first spring 13 on the vehicle body. Moreover, the greater the degree of bumps, the greater the energy stored in the first spring 13, resulting in higher vehicle body stability.

[0044] As one embodiment of the present invention, please refer to Figure 1 , Figure 2 , Figure 6 , Figure 7 , Figure 8 , Figure 9 A shock-absorbing cantilever that adjusts its support strength according to sway also includes a strength adjustment component, which is disposed on the second hinge plate 10 and electrically connected to the support member. When the wheel axle 26 rotates, the strength adjustment component can drive the support member to descend along the axial direction of the fixed rod 4.

[0045] The intensity adjustment component includes a linkage structure and a lifting trigger structure. The linkage structure includes a connecting rod 28 coaxially fixed with the wheel axle 26. A sliding sleeve 29 is slidably disposed on the connecting rod 28. A second connecting plate 30 is rotatably mounted on the sliding sleeve 29. A rotating shaft 32 is disposed at the end of the second connecting plate 30 away from the sliding sleeve 29. The rotating shaft 32 is connected to the sliding sleeve 29 through a second transmission belt 31. A first connecting plate 27 is rotatably mounted on the rotating shaft 32. A rotating rod 40 is disposed at the end of the first connecting plate 27 away from the rotating shaft 32. The rotating rod 40 is connected to the rotating shaft 32 through a first transmission belt 33. The rotating rod 40 is rotatably mounted on a deflection plate 34. The deflection plate 34 is hinged to a fixed base 15 disposed on the second hinge plate 10.

[0046] For details, please refer to Figure 4 , Figure 6 , Figure 7 The aforementioned fixed base 15 is installed on the second hinge plate 10. When the vehicle is in motion, due to the connection between the first transmission belt 33 and the second transmission belt 31, the rotating rod 40 rotates continuously in the same direction as the wheel axle 26, thereby driving the lifting trigger structure to operate. When the vehicle experiences bumps, the deflected second hinge plate 10 and the first hinge plate 6 cause the tire mounting component 39 to sway towards the storage plate 1. Since the wheel always remains perpendicular to the ground, the sliding sleeve 29 sleeved on the connecting rod 28 slides along the connecting rod 28 towards the mounting plate 5, shortening the distance between the sliding sleeve 29 and the mounting plate 5. At the same time, under the connection of the fixed length first connecting plate 27 and the second connecting plate 30, the deflection plate 34 will deflect towards the mounting plate 5, ensuring that the rotating rod 40 can always rotate with the wheel axle 26.

[0047] The lifting triggering structure includes two sets of guide rods 37 arranged along the circumference of the rotating rod 40. A second spring 36 and a sleeve 35 are slidably arranged on the guide rod 37. One end of the second spring 36 abuts against the sleeve 35, and the other end abuts against the end of the guide rod 37 away from the rotating rod 40. The two sets of sleeves 35 are hinged to a movable sleeve 20 slidably arranged on the rotating rod 40 through a hinge rod 38. A sleeve ring 11 is rotatably installed on the movable sleeve 20. A trigger rod 18 is arranged on the side of the sleeve ring 11 facing the placement plate 1. The trigger rod 18 cooperates with a pressure sensor 16 fixedly installed on the second hinge plate 10.

[0048] For details, please refer to Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9Initially, the second spring 36 is compressed, which pushes the sleeve 35 closer to the rotating rod 40. When the axle 26 rotates, the rotating rod 40 rotates. Under the action of centrifugal force, the sleeve 35 gradually moves away from the rotating rod 40, further compressing the second spring 36. The faster the rotation speed of the axle 26, the greater the degree of compression of the second spring 36. At this time, under the connection of the fixed-length hinge rod 38, the moving sleeve 20 gradually approaches the guide rod 37. The rotating sleeve ring 11 installed on the moving sleeve 20 drives the trigger rod 18 to move towards the pressure sensor 16 and compress the pressure sensor 16. The compressed pressure sensor 16 drives the cylinder 21 to press the first lifting plate 12 downward to compress the first spring 13. The greater the pressure on the pressure sensor 16, the greater the degree of downward compression of the first lifting plate 12, which further compresses the first spring 13, increases the energy stored in the first spring 13, and makes the first spring 13 provide greater support to the vehicle body.

[0049] In this embodiment of the invention, the strength adjustment component is used to drive the lifting trigger structure to operate during vehicle operation by rotating the wheel axle 26. This controls the first lifting plate 12 to further compress the first spring 13 downwards, thereby increasing the energy stored in the first spring 13. At this time, the combined effect of the downward-moving first lifting plate 12 and the second lifting plate 22 driven downwards by the compression component can further increase the energy stored in the first spring 13, making the first spring 13 provide stronger support for the vehicle body. Furthermore, during vehicle operation, the compression of the first lifting plate 12 and the second lifting plate 22 will be automatically adjusted according to the vehicle body's bumps, thus ensuring vehicle body stability during operation.

[0050] As an embodiment of the present invention, a vibration reduction method that self-adjusts the support strength according to sway is also proposed, which adopts the aforementioned vibration reduction cantilever that self-adjusts the support strength according to sway, and includes the following steps:

[0051] Step 1: When the car is driving normally, the wheel axle 26 drives the rotating rod 40 to rotate continuously in the same direction, so that the moving sleeve 20 moves closer to the shelf 1 along the axial direction of the rotating rod 40;

[0052] Step 2: The moving sleeve 20 drives the trigger rod 18 to move toward the shelf 1 to squeeze the pressure sensor 16. The squeezed pressure sensor 16 controls the extension end of the cylinder 21 to move, so that the first lifting plate 12 squeezes the first spring 13 downward along the axial direction of the plug rod 24. The reaction force of the squeezed first spring 13 on the first lifting plate 12 pushes the first lifting plate 12 upward, which can support the frame.

[0053] Step 3: When the car bumps, the second hinge plate 10 deflects, the arc rack plate 9 and the gear 17 enter the meshing transmission state, which can drive the gear 17 to rotate. At this time, under the connection of the belt 7, the cam 25 rotates and squeezes the pulley 23, pushing the pulley 23 down along the axial direction of the fixed rod 4. The stronger the bump, the greater the descent stroke.

[0054] Step 4: The descending pulley 23 drives the second lifting plate 22 to descend along the axial direction of the fixed rod 4, further compressing the first spring 13, increasing the elastic potential energy stored in the first spring 13, thereby increasing the force exerted by the first spring 13 on the first lifting plate 12, and thus strengthening the overall support strength.

[0055] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0056] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A shock-absorbing cantilever that self-adjusts its support strength according to sway, characterized in that, include: A connecting rod (2) is provided with a shelf (1) at both ends. The shelf (1) is hinged from top to bottom along its width direction with a first hinge plate (6) and a second hinge plate (10). A tire mounting component (39) is installed at the end of the first hinge plate (6) and the second hinge plate (10) away from the shelf (1). A wheel axle (26) is rotatably mounted on the tire mounting component (39). A support mechanism is provided on the second hinge plate (10). The support mechanism is used to support the frame and includes a shock absorption component and a compression component. The shock absorption component includes a fixed rod (4) provided on the storage plate (1). A support member is slidably provided on the fixed rod (4). The support member is connected to the second hinge plate (10) through the compression component. When the second hinge plate (10) deflects, the compression component can drive the support member to descend along the axial direction of the fixed rod (4). The strength adjustment component is disposed on the second hinge plate (10) and electrically connected to the support member. When the wheel axle (26) rotates, the strength adjustment component can drive the support member to descend along the axial direction of the fixed rod (4). The shock absorption assembly also includes a plug rod (24) that is coaxially fixedly connected to the fixed rod (4). One end of the plug rod (24) away from the fixed rod (4) is slidably connected to a rotating sleeve (19) hinged to the second hinge plate (10). A first spring (13) is slidably provided on the plug rod (24). One end of the first spring (13) abuts against the rotating sleeve (19), and the other end abuts against the support member. The support includes a second lifting plate (22) slidably disposed on the fixed rod (4). A cylinder (21) is fixedly disposed on the side of the second lifting plate (22) facing the first spring (13). A first lifting plate (12) is disposed at the end of the cylinder (21) away from the second lifting plate (22). The first lifting plate (12) is slidably disposed on the plug rod (24). The compression assembly includes a cam (25) rotatably mounted on the shelf (1), the cam (25) cooperating with a pulley (23) rotatably mounted on the second lifting plate (22), and the cam (25) being connected to a rotating rod (8) rotatably mounted on the shelf (1) via a belt (7). The second hinge plate (10) is rotatably mounted on the rotating rod (8), and a gear (17) is coaxially mounted on the rotating rod (8). The gear (17) meshes with an arc-shaped rack plate (9) mounted on the second hinge plate (10).

2. The shock-absorbing cantilever with self-adjusting support strength according to yaw as described in claim 1, characterized in that, The intensity adjustment component includes a linkage structure and a lifting trigger structure. The linkage structure includes a connecting rod (28) coaxially fixed with the wheel axle (26). A sliding sleeve (29) is slidably disposed on the connecting rod (28). A second connecting plate (30) is rotatably mounted on the sliding sleeve (29). A rotating shaft (32) is disposed at one end of the second connecting plate (30) away from the sliding sleeve (29). The rotating shaft (32) is connected to the sliding sleeve (29) through a second transmission belt (31). A first connecting plate (27) is rotatably mounted on the rotating shaft (32). A rotating rod (40) is disposed at one end of the first connecting plate (27) away from the rotating shaft (32). The rotating rod (40) is connected to the rotating shaft (32) through a first transmission belt (33). The rotating rod (40) is rotatably mounted on a deflection plate (34). The deflection plate (34) is hinged to a fixed base (15) disposed on the second hinge plate (10).

3. A shock-absorbing cantilever with self-adjusting support strength according to yaw as described in claim 2, characterized in that, The lifting triggering structure includes two sets of guide rods (37) arranged along the circumference of the rotating rod (40). A second spring (36) and a sleeve (35) are slidably arranged on the guide rod (37). One end of the second spring (36) abuts against the sleeve (35), and the other end abuts against the end of the guide rod (37) away from the rotating rod (40). The two sets of sleeves (35) are hinged to the movable sleeve (20) slidably arranged on the rotating rod (40) through the hinge rod (38). A sleeve ring (11) is rotatably installed on the movable sleeve (20). A trigger rod (18) is arranged on the side of the sleeve ring (11) facing the placement plate (1). The trigger rod (18) cooperates with the pressure sensor (16) fixedly installed on the second hinge plate (10).

4. A vibration reduction method that self-adjusts support strength according to sway, characterized in that, The damping cantilever with self-adjusting support strength according to yaw as described in claim 3 includes the following steps: Step 1: When the car is driving normally, the wheel axle (26) drives the rotating rod (40) to rotate continuously in the same direction, so that the moving sleeve (20) moves closer to the shelf (1) along the axial direction of the rotating rod (40); Step 2: The moving sleeve (20) drives the trigger rod (18) to move toward the shelf (1) to squeeze the pressure sensor (16). The squeezed pressure sensor (16) controls the extension end of the cylinder (21) to move so that the first lifting plate (12) squeezes the first spring (13) downward along the axial direction of the plug rod (24). The reaction force of the squeezed first spring (13) on the first lifting plate (12) pushes the first lifting plate (12) upward, which can support the frame. Step 3: When the car bumps, the second hinge plate (10) deflects, the arc rack plate (9) and the gear (17) enter the meshing transmission state, which can drive the gear (17) to rotate. At this time, under the connection of the belt (7), the cam (25) rotates and squeezes the pulley (23), pushing the pulley (23) down along the axial direction of the fixed rod (4). The stronger the bump, the greater the descent stroke. Step 4: The descending pulley (23) drives the second lifting plate (22) to descend along the axial direction of the fixed rod (4), further compressing the first spring (13), increasing the elastic potential energy stored in the first spring (13), thereby increasing the force exerted by the first spring (13) on the first lifting plate (12), and thus the overall support strength is stronger.

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