Automobile electronic mechanical suspension adjusting device

Abstract

The invention discloses an automobile electronic mechanical suspension adjusting device which comprises two connecting half shafts, the ends, close to each other, of the two connecting half shafts are connected through a first elastic off-axis assembly, the end, away from the first elastic off-axis assembly, of each connecting half shaft is connected with an adapter and an inclined pull part, and the adapter is connected with a hub through a universal seat; the cable-stayed part is connected with the hub through a controllable multi-stage damping mechanism. The damping effect of the vehicle body and the wheels can be effectively improved, it is ensured that the vehicle has the good steering performance, and the damping device can be adapted to vehicles with different loads. The invention is suitable for the technical field of automobile mechanical suspension.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile mechanical components, and in particular, relates to an automobile electronic mechanical suspension adjustment device. Background Art

[0002] In the selection of automobile mechanical suspension, large heavy-duty transport vehicles generally use multiple elastic plates connected to each other to form a suspension component with a large load-bearing capacity, which has relatively poor steering performance, and the two front wheels are connected by this suspension component, and the two rear wheels are also connected by this suspension component. In the fields of small cars, family cars, etc., the wheels are generally installed on the hub, the hub is connected to the frame through a shock-absorbing spring assembly, and the hub is connected to the frame through an upper fork arm and a lower fork arm, thereby forming a suspension component. This suspension component is suitable for vehicles with low loads and has relatively good steering performance. However, there is currently no mechanical suspension component that combines the advantages of the two and abandons the disadvantages of the two, which can adapt to vehicles with different loads without affecting the steering performance of the wheels and has better shock absorption performance. Summary of the invention

[0003] The invention provides an automobile electronic mechanical suspension adjustment device, which is used for improving the shock absorption effect of a vehicle body and wheels, ensuring that the vehicle has better steering performance, and can be adapted to vehicles with different loads.

[0004] To achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0005] An automotive electronic mechanical suspension adjustment device comprises two connecting half-axes whose ends close to each other are connected by a first elastic eccentric assembly, and one end of each connecting half-axe away from the first elastic eccentric assembly is connected to an adapter and a diagonal member, the adapter is connected to the wheel hub via a universal seat, and the diagonal member is connected to the wheel hub via a controllable multi-stage shock absorbing mechanism.

[0006] Furthermore, the first elastic eccentric assembly includes an assembly sleeve with a coaxial structure at the end of one connecting half-shaft, an assembly cavity is formed in the assembly sleeve, the end of the other connecting half-shaft extends into the assembly cavity, and a plurality of radial compression springs are evenly connected along the circumference of the inner circumferential wall of the assembly cavity, these radial compression springs are connected to the outer circumferential wall of the corresponding connecting half-shaft, and a rubber sealing end cover is connected to the end of the assembly sleeve.

[0007] Furthermore, a plurality of assembly grooves are evenly constructed on the inner wall of the assembly sleeve along its circumference, and each of the assembly grooves extends along the axial direction of the assembly sleeve. A plurality of assembly protrusions are evenly constructed on the outer circumferential surface of the connecting half-shaft along its circumference, and each of the assembly protrusions extends along the axial direction of the connecting half-shaft. The inner side of each radial compression spring is connected to the corresponding assembly protrusion, and the outer side of the radial compression spring is assembled in the corresponding assembly groove.

[0008] Furthermore, the radial compression spring includes an outer convex portion and an inner concave portion, the two ends of the outer convex portion and the two ends of the inner concave portion are connected to each other, the outer convex portion and the inner concave portion are respectively connected to the inner wall of the assembly set and the outer wall of the connecting half shaft, and an elastic compression port is formed between the outer convex portion and the inner concave portion.

[0009] Furthermore, the controllable multi-stage shock absorbing mechanism includes a first connecting seat connected to a hydraulic adjustment component, the first connecting seat is connected to the frame, the hydraulic adjustment component is configured with a second connecting seat at one end away from the first connecting seat, the second connecting seat is movably connected to a transfer rod, the transfer rod is hinged to the wheel hub at one end away from the second connecting seat, a first-level shock absorbing component is installed between the first connecting seat and the second connecting seat, and a second-level shock absorbing component is connected between the second connecting seat and the transfer rod.

[0010] Furthermore, the hydraulic adjustment component includes a piston rod and a piston sleeve, the piston rod is threadedly connected to the first connecting seat, a locking nut is threadedly connected to the piston rod, a piston head is constructed at the end of the piston rod extending into the piston sleeve, the piston sleeve is fixedly connected to the second connecting seat, and the first-level shock absorber includes a connecting spring, which is sleeved outside the piston sleeve and is respectively connected to the first connecting seat and the second connecting seat.

[0011] Furthermore, the secondary shock absorber includes a conical rubber sleeve and a conical spring, the large diameter end and the small diameter end of the conical rubber sleeve are respectively connected to the second connecting seat and the transfer rod, the large diameter end and the small diameter end of the conical spring are also respectively connected to the second connecting seat and the transfer rod, and the conical spring is arranged in the conical rubber sleeve.

[0012] Furthermore, the inclined brace comprises a first rod and a second rod connected via a second elastic eccentric assembly, the first rod is hinged to the controllable multi-stage shock absorbing mechanism, and the second rod is hinged to the corresponding connecting half-axle.

[0013] Furthermore, the adapter seat includes a right-angle seat body, and a first connecting sleeve is constructed on the vertical part of the right-angle seat body. The first connecting sleeve is fixed outside the connecting half shaft, and the horizontal part of the right-angle seat body is detachably connected to the universal seat.

[0014] Furthermore, the universal seat includes a bowl-shaped seat body detachably connected to the right-angle seat body, one end of the connecting rod is movably assembled with the bowl-shaped seat body through a connecting ball head fixedly connected thereto, and the connecting rod is detachably connected to the fixed seat; the fixed seat includes a curved seat body, and a connecting plate and a second connecting sleeve are respectively constructed at both ends of the curved seat body, the connecting plate is detachably connected to the wheel hub, the lower end of the connecting rod extends out of the second connecting sleeve along the axis of the second connecting sleeve, and a fastening nut is threadedly connected to the connecting rod.

[0015] Due to the adoption of the above structure, the technical progress achieved by the present invention compared with the prior art is that: the present invention can control the action of the multi-stage shock absorbing mechanism through electronic control, so that the shock absorbing ability of the multi-stage shock absorbing mechanism can be adjusted, thereby adapting to different road surfaces (such as gravel road surfaces, asphalt road surfaces, pothole road surfaces, etc.), and can adapt to different loads of the vehicle. In addition, the two connecting half shafts are connected by the first elastic eccentric shaft assembly, so that when passing through potholes, bumps and other road surfaces, there will be a displacement difference between the two wheels, and the two connecting half shafts will have relative displacement. In this process, the first elastic eccentric shaft assembly will have corresponding elastic energy storage, so that the two connecting half shafts can return to their original positions; because the two connecting half shafts of the present invention are connected by the first elastic eccentric shaft assembly, similar to the suspension component composed of multiple elastic plates, it has better load-bearing performance than small cars, and has better steering performance than large load-bearing vehicles. In summary, the present invention can effectively improve the shock absorption effect of the vehicle body and wheels, ensure that the vehicle has better steering performance, and can be adapted to vehicles with different loads. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0017] In the attached picture:

[0018] Figure 1 It is a structural schematic diagram of an embodiment of the present invention;

[0019] Figure 2 This is a schematic structural diagram of the connection between the first elastic eccentric shaft assembly and two connecting half shafts according to an embodiment of the present invention;

[0020] Figure 3 for Figure 2 The schematic diagram of the structure after the structure shown is disassembled;

[0021] Figure 4 It is a schematic structural diagram of a radial compression spring in a first elastic eccentric assembly according to an embodiment of the present invention;

[0022] Figure 5 It is a top view of the structure of the radial compression spring in the first elastic eccentric assembly of the embodiment of the present invention;

[0023] Figure 6 It is a schematic diagram of a local structure of an embodiment of the present invention;

[0024] Figure 7 This is a schematic diagram of the structure of a fixing seat according to an embodiment of the present invention;

[0025] Figure 8 It is a schematic structural diagram of a wheel hub according to an embodiment of the present invention;

[0026] Fig. 9 This is a schematic diagram of the structure of the adapter, universal seat and fixed seat after being disassembled according to an embodiment of the present invention;

[0027] Fig.10 This is a schematic diagram of the structure of the connection between the half-axle, the inclined brace and the adapter according to an embodiment of the present invention;

[0028] Fig.11 This is a schematic diagram of the structure of a controllable multi-stage shock absorbing mechanism according to an embodiment of the present invention;

[0029] Fig.12 It is an axial structural cross-sectional view of the controllable multi-stage shock absorbing mechanism according to an embodiment of the present invention;

[0030] Fig.13 It is a structural schematic diagram of the connection between the primary shock absorbing component, the secondary shock absorbing component and the local hydraulic adjustment component in the controllable multi-stage shock absorbing mechanism according to an embodiment of the present invention;

[0031] Fig.14 It is a structural schematic diagram of the connection between the first connecting seat and the local hydraulic adjustment member according to an embodiment of the present invention;

[0032] Fig.15 for Fig.14 A schematic diagram of another angle of the structure shown.

[0033] Labeled parts: 100-connecting half shaft, 101-shaft head, 102-fixed shaft sleeve, 103-first connecting ear, 200-first elastic eccentric assembly, 201-assembly sleeve, 202-assembly cavity, 203-assembly groove, 204-assembly protrusion, 205-radial compression spring, 2051-external convex part, 2052-inner concave part, 2053-elastic compression port, 206-rubber sealing end cover, 207 -Connecting edge, 208-fixing sleeve, 300-adapter seat, 301-right angle seat body, 302-first connecting sleeve, 400-universal seat, 401-bowl seat body, 402-connecting rod, 403-connecting ball head, 404-blocking edge, 405-fastening nut, 500-fixing seat, 501-bent seat body, 502-connecting plate, 503-second connecting sleeve, 600-wheel hub, 601-wheel hub body , 602-assembly port, 603-hinge ear, 700-controllable multi-stage shock absorbing mechanism, 701-transfer rod, 702-hinge head, 703-fourth connecting ear, 704-second connecting seat, 705-guide sleeve, 706-conical rubber sleeve, 707-mounting sleeve, 708-conical spring, 709-piston sleeve, 710-piston rod, 711-piston head, 712-lower hydraulic chamber, 713-upper hydraulic chamber, 714-first hydraulic channel, 715-second hydraulic channel, 716-first hydraulic joint, 717-second hydraulic joint, 718-first connecting seat, 719-fixing ear, 720-locking nut, 721-connecting spring, 800-oblique pull member, 801-second rod body, 802-second connecting ear, 803-first rod body, 804-third connecting ear, 900-second elastic eccentric assembly. DETAILED DESCRIPTION

[0034] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0035] The present invention discloses an automobile electronic mechanical suspension adjustment device, such as Figure 1-15As shown, it includes a first elastic eccentric assembly 200, two adapters 300, two inclined braces 800, two universal seats 400, two controllable multi-stage shock absorbing mechanisms 700 and two connecting half shafts 100. Among them, the ends of the two connecting half shafts 100 close to each other are connected together through the first elastic eccentric assembly 200, and the end of each connecting half shaft 100 away from the first elastic eccentric assembly 200 is connected to the corresponding adapter 300 and the corresponding inclined brace 800, the adapter 300 is connected to the corresponding wheel hub 600 through the corresponding universal seat 400, and the inclined brace 800 is connected to the corresponding wheel hub 600 through the corresponding controllable multi-stage shock absorbing mechanism 700. The working principle and advantage of the present invention are: the present invention can control the action of the multi-stage shock absorbing mechanism through electronic control, so that the shock absorbing capacity of the multi-stage shock absorbing mechanism is adjusted, thereby adapting to different road surfaces (such as gravel road surfaces, asphalt road surfaces, pothole road surfaces, etc.), and can also adapt to different loads of vehicles. Moreover, the two connecting half shafts 100 are connected by the first elastic eccentric assembly 200, so that when passing through potholes, bumps and other road surfaces, there will be a displacement difference between the two wheels, and at this time, the two connecting half shafts 100 will undergo relative displacement. During this process, the first elastic eccentric assembly 200 will generate corresponding elastic energy storage to facilitate the return of the two connecting half shafts 100; since the two connecting half shafts 100 of the present invention are connected by the first elastic eccentric assembly 200, similar to the suspension component composed of multiple elastic plates, it has better load-bearing performance than small cars, and has better steering performance than large load-bearing vehicles. In summary, the present invention can effectively improve the shock absorption effect of the vehicle body and wheels, ensure that the vehicle has better steering performance, and can be adapted to vehicles with different loads.

[0036] As a preferred embodiment of the present invention, Figure 2-5As shown, the first elastic eccentric assembly 200 includes an assembly sleeve 201, a rubber sealing end cover 206 and a plurality of radial compression springs 205. The assembly sleeve 201 is constructed at the end of one of the connecting half shafts 100, and the axes of the two coincide with each other. An assembly cavity 202 is formed in the assembly sleeve 201, and the end of the other connecting half shaft 100 extends into the assembly cavity 202. The plurality of radial compression springs 205 described in this embodiment are installed on the inner peripheral wall of the assembly cavity 202, and the radial compression springs 205 are evenly arranged along the circumference of the assembly cavity 202, and the radial compression springs 205 are connected to the outer peripheral wall of the corresponding connecting half shaft 100. The rubber sealing end cover 206 of this embodiment is arranged at the end of the assembly sleeve 201, and a connecting edge 207 is constructed at the outer peripheral edge of the rubber sealing end cover 206, and the connecting edge 207 extends radially outwardly of the rubber sealing end cover 206, and the connecting edge 207 is detachably connected to the end surface of the assembly sleeve 201; a fixing sleeve 208 is fixed at the center of the rubber sealing end cover 206, and the fixing sleeve 208 is sleeved outside the corresponding connecting half shaft 100 and fixedly connected to the connecting half shaft 100. In this embodiment, all radial compression springs 205 are enclosed in the assembly cavity 202 by the rubber sealing end cover 206. When the wheel rolls over a pothole or bump on the road, the wheel will drive the connecting half-shaft 100 connected to it to move away from its original axial position. The deflected connecting half-shaft 100 compresses part of the radial compression spring 205, and the other part of the radial compression spring 205 is stretched and transmitted to the other connecting half-shaft 100 through the radial compression spring 205, so that the two connecting half-shafts 100 are connected into a whole through the first elastic eccentric shaft component 200, which is equivalent to being between the two states of connection and disconnection, that is, the two are elastically connected, can withstand extremely large loads, and have steering flexibility.

[0037] As a preferred embodiment of the present invention, Figure 3-5As shown, a plurality of assembly grooves 203 are uniformly configured on the inner wall of the assembly sleeve 201 along its circumference, and each assembly groove 203 extends along the axial direction of the assembly sleeve 201. A plurality of assembly protrusions 204 are uniformly configured on the outer peripheral surface of the connecting half shaft 100 along its circumference, and each assembly protrusion 204 extends along the axial direction of the connecting half shaft 100, and the assembly protrusions 204 are arranged one by one in correspondence with the assembly grooves 203; the inner side of each radial compression spring 205 is connected to the corresponding assembly protrusion 204, and the outer side of the radial compression spring 205 is assembled in the corresponding assembly groove 203. The specific structure of the radial compression spring 205 of this embodiment is that the radial compression spring 205 includes an outer convex portion 2051 and an inner concave portion 2052, wherein the two ends of the outer convex portion 2051 and the two ends of the inner concave portion 2052 are connected to each other, the outer convex portion 2051 and the inner concave portion 2052 are respectively connected to the inner wall of the assembly sleeve 201 and the outer wall of the connecting half shaft 100, and an elastic compression port 2053 is formed between the outer convex portion 2051 and the inner concave portion 2052. In the process of radial stretching or compression of the radial compression spring 205 of this embodiment, the elastic compression port 2053 is increased or decreased, thereby realizing elastic deformation and energy storage of the radial compression spring 205 to adapt to the relative offset between the axes of the two connecting half shafts 100. The radial compression spring 205 of this embodiment not only undergoes a certain radial elastic deformation, but also undergoes a certain degree of axial elastic deformation, thereby ensuring the load-bearing while improving the steering performance of the wheel.

[0038] As a preferred embodiment of the present invention, Figure 11-15As shown, the controllable multi-stage shock absorbing mechanism 700 includes a first connection seat 718, a second connection seat 704, a hydraulic adjustment member, a transfer rod 701, a primary shock absorbing member and a secondary shock absorbing member. The hydraulic adjustment member is connected to the first connection seat 718, and a plurality of fixing ears 719 are uniformly configured on the first connection seat 718 along its circumference, and these fixing ears 719 are all connected to the vehicle frame. The end of the hydraulic adjustment member of this embodiment away from the first connection seat 718 is fixed to the second connection seat 704, and the second connection seat 704 is movably connected to the transfer rod 701, and the end of the transfer rod 701 away from the second connection seat 704 is configured with a hinged joint 702. The wheel hub 600 of this embodiment includes a wheel hub body 601, and a hinged ear 603 is configured on the wheel hub body 601, and the hinged joint 702 is hinged to the hinged ear 603, thereby achieving the purpose of hinged connection between the end of the transfer rod 701 and the wheel hub 600. The primary shock absorber of this embodiment is installed between the first connecting seat 718 and the second connecting seat 704, and the secondary shock absorber is installed between the second connecting seat 704 and the adapter rod 701. A guide sleeve 705 is constructed at the center of the second connecting seat 704, and the upper end of the adapter rod 701 movably extends out of the guide sleeve 705. The working principle and advantages of this embodiment are: this embodiment controls the action of the hydraulic pump station installed in the vehicle body through electronic control, so that it controls the amount of hydraulic oil entering and discharged from the hydraulic adjustment member, and then adjusts the shock absorption performance of the primary shock absorber to adapt to the different loads of the vehicle. When the wheels encounter bumps, the primary shock absorber and the secondary shock absorber both elastically expand and contract and store energy; because this embodiment adopts a multi-stage shock absorption method, the vehicle travels more smoothly.

[0039] As a preferred embodiment of the present invention, Fig.12As shown, the hydraulic adjustment member includes a piston rod 710 and a piston sleeve 709, the piston rod 710 is threadedly connected to the first connection seat 718, and a locking nut 720 is threadedly connected to the piston rod 710. A piston head 711 is configured at one end of the piston rod 710 extending into the piston sleeve 709, and one end of the piston sleeve 709 away from the first connection seat 718 is fixedly connected to the second connection seat 704. In this embodiment, the inner cavity of the piston sleeve 709 is divided into a lower hydraulic cavity 712 and an upper hydraulic cavity 713 by the piston head 711, and a first hydraulic channel 714 and a second hydraulic channel 715 isolated from each other are opened in the piston rod 710, and a first hydraulic joint 716 and a second hydraulic joint 717 are configured at the upper end of the piston rod 710, and the first hydraulic channel 714 and the second hydraulic channel 715 are communicated with the lower hydraulic cavity 712 and the upper hydraulic cavity 713 respectively, and the first hydraulic joint 716 and the second hydraulic joint 717 are communicated with the first hydraulic channel 714 and the second hydraulic channel 715 respectively. The primary shock absorber of this embodiment includes a connecting spring 721, which is sleeved outside the piston sleeve 709 and is in a state of compressed energy storage. The upper and lower ends of the connecting spring 721 are respectively connected to the first connecting seat 718 and the second connecting seat 704. In this embodiment, hydraulic oil enters the lower hydraulic chamber 712 or the upper hydraulic chamber 713 to drive the piston head 711 to move vertically, so that the second connecting seat 704 moves a certain distance away from or toward the first connecting seat 718, thereby adjusting the compression degree and compression stroke of the connecting spring 721, so as to achieve the purpose of changing the shock absorption effect and adapting it to different load states of the vehicle. The specific structure of the secondary shock absorber of this embodiment is that the secondary shock absorber includes a conical rubber sleeve 706 and a conical spring 708, the large diameter end of the conical rubber sleeve 706 is fixedly connected to the second connecting seat 704, and a mounting sleeve 707 is constructed at the small diameter end of the conical rubber sleeve 706, and the mounting sleeve 707 is sleeved and fixed outside the transfer rod 701. The large diameter end and the small diameter end of the conical spring 708 are also connected to the second connecting seat 704 and the transfer rod 701 respectively, and the conical spring 708 is arranged in the conical rubber sleeve 706. During the shock absorption process, the primary shock absorption member and the secondary shock absorption member both undergo elastic deformation and store energy, thereby improving the shock absorption effect.

[0040] As a preferred embodiment of the present invention, Figure 6 , 10As shown, the inclined brace 800 includes a first rod body 803 and a second rod body 801, and the ends of the first rod body 803 and the second rod body 801 that are close to each other are connected by a second elastic eccentric assembly 900. The structure of the second elastic eccentric assembly 900 is the same as the structure of the first elastic eccentric assembly 200 described above, and will not be repeated here. A third connecting ear 804 and a second connecting ear 802 are respectively constructed at the ends of the first rod body 803 and the second rod body 801 that are away from each other, and an axle head 101 is constructed at the end of the connecting half shaft 100 that is away from the first elastic eccentric assembly 200, and a fixed shaft sleeve 102 is fixed on the axle head 101, and a first connecting ear 103 is constructed on the fixed shaft sleeve 102, and the first connecting ear 103 is hinged to the second connecting ear 802, and a fourth connecting ear 703 is constructed on the transfer rod 701, and the fourth connecting ear 703 is hinged to the third connecting ear 804. The inclined member 800 is used to connect the controllable multi-stage shock absorbing mechanism 700 and the connecting half-shaft 100. When the controllable multi-stage shock absorbing mechanism 700 and the connecting half-shaft 100 undergo relative displacement, the inclined member 800 stores energy elastically and can effectively release the stored energy after the wheel passes the obstacle, so as to cause the controllable multi-stage shock absorbing mechanism 700 and the connecting half-shaft 100 to return to their original positions.

[0041] As a preferred embodiment of the present invention, Figure 6 , 7 As shown in Figures 9 and 10, the adapter seat 300 includes a right-angle seat body 301, a first connecting sleeve 302 is constructed on the vertical part of the right-angle seat body 301, and the first connecting sleeve 302 is fixedly mounted on the outside of the connecting half shaft 100, and the horizontal part of the right-angle seat body 301 is detachably connected to the universal seat 400. The universal seat 400 of this embodiment includes a bowl-shaped seat body 401 and a connecting rod 402, wherein the upper end of the bowl-shaped seat body 401 is detachably connected to the right-angle seat body 301, and a connecting ball head 403 is constructed on the upper end of the connecting rod 402, and the connecting ball head 403 is movably assembled in the bowl-shaped seat body 401, so as to achieve the purpose of articulating the connecting rod 402 and the bowl-shaped seat body 401. In this embodiment, the lower end of the connecting rod 402 is detachably connected to the fixing seat 500. Specifically, the fixing seat 500 includes a curved seat body 501, and a connecting plate 502 and a second connecting sleeve 503 are respectively configured at both ends of the curved seat body 501. An assembly port 602 is configured on the hub body 601. The connecting plate 502 is assembled in the assembly port 602 and is detachably connected to the hub body 601 through a plurality of fastening bolts. The lower end of the connecting rod 402 extends out of the second connecting sleeve 503 along the axis of the second connecting sleeve 503. A blocking edge 404 extending radially outward is configured on the connecting rod 402, and the blocking edge 404 contacts the upper end of the second connecting sleeve 503. A fastening nut 405 is threadedly connected to the connecting rod 402, and the fastening nut 405 is close to or in contact with the lower end of the second connecting sleeve 503.

[0042] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein with equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the scope of protection of the claims of the present invention.

Claims

1. An automotive electronic mechanical suspension adjustment device, characterized in that: It includes two connecting half-axes whose ends close to each other are connected by a first elastic eccentric assembly, and one end of each connecting half-axe away from the first elastic eccentric assembly is connected to an adapter seat and a diagonal member, the adapter seat is connected to the wheel hub through a universal seat, and the diagonal member is connected to the wheel hub through a controllable multi-stage shock absorbing mechanism.

2. The automotive electronic mechanical suspension adjustment device according to claim 1, characterized in that: The first elastic eccentric assembly includes an assembly sleeve with a coaxial structure at the end of one connecting half-shaft, an assembly cavity is formed in the assembly sleeve, the end of the other connecting half-shaft extends into the assembly cavity, and a plurality of radial compression springs are evenly connected along the circumference of the inner circumferential wall of the assembly cavity. These radial compression springs are connected to the outer circumferential wall of the corresponding connecting half-shaft, and a rubber sealing end cover is connected to the end of the assembly sleeve.

3. The automotive electronic mechanical suspension adjustment device according to claim 2, characterized in that: A plurality of assembly grooves are evenly constructed on the inner wall of the assembly sleeve along its circumference, and each of the assembly grooves extends along the axial direction of the assembly sleeve. A plurality of assembly protrusions are evenly constructed on the outer circumferential surface of the connecting half-shaft along its circumference, and each of the assembly protrusions extends along the axial direction of the connecting half-shaft. The inner side of each radial compression spring is connected to the corresponding assembly protrusion, and the outer side of the radial compression spring is assembled in the corresponding assembly groove.

4. The automotive electronic mechanical suspension adjustment device according to claim 2, characterized in that: The radial compression spring includes an outer convex portion and an inner concave portion, the two ends of the outer convex portion and the two ends of the inner concave portion are connected to each other, the outer convex portion and the inner concave portion are respectively connected to the inner wall of the assembly set and the outer wall of the connecting half shaft, and an elastic compression port is formed between the outer convex portion and the inner concave portion.

5. The automotive electronic mechanical suspension adjustment device according to claim 1, characterized in that: The controllable multi-stage shock absorbing mechanism includes a first connecting seat connected to a hydraulic adjustment member, the first connecting seat is connected to a vehicle frame, a second connecting seat is constructed at one end of the hydraulic adjustment member away from the first connecting seat, the second connecting seat is movably connected to a transfer rod, and one end of the transfer rod away from the second connecting seat is hinged to the wheel hub, a primary shock absorbing member is installed between the first connecting seat and the second connecting seat, and a secondary shock absorbing member is connected between the second connecting seat and the transfer rod.

6. The automotive electronic mechanical suspension adjustment device according to claim 5, characterized in that: The hydraulic adjustment component includes a piston rod and a piston sleeve. The piston rod is threadedly connected to the first connecting seat. A locking nut is threadedly connected to the piston rod. A piston head is constructed at one end of the piston rod extending into the piston sleeve. The piston sleeve is fixedly connected to the second connecting seat. The first-level shock absorber includes a connecting spring. The connecting spring is sleeved outside the piston sleeve and is respectively connected to the first connecting seat and the second connecting seat.

7. The automotive electronic mechanical suspension adjustment device according to claim 5, characterized in that: The secondary shock absorber includes a conical rubber sleeve and a conical spring. The large diameter end and the small diameter end of the conical rubber sleeve are respectively connected to the second connecting seat and the transfer rod. The large diameter end and the small diameter end of the conical spring are also respectively connected to the second connecting seat and the transfer rod, and the conical spring is arranged in the conical rubber sleeve.

8. The automotive electronic mechanical suspension adjustment device according to claim 1, characterized in that: The inclined brace comprises a first rod body and a second rod body connected by a second elastic eccentric assembly, the first rod body is hinged to a controllable multi-stage damping mechanism, and the second rod body is hinged to a corresponding connecting half-axle.

9. The automotive electronic mechanical suspension adjustment device according to claim 1, characterized in that: The adapter seat includes a right-angle seat body, a first connecting sleeve is constructed on the vertical part of the right-angle seat body, the first connecting sleeve is fixed outside the connecting half shaft, and the horizontal part of the right-angle seat body is detachably connected to the universal seat.

10. The automobile electronic mechanical suspension adjustment device according to claim 9, characterized in that: The universal seat includes a bowl-shaped seat body detachably connected to a right-angle seat body, one end of a connecting rod is movably assembled with the bowl-shaped seat body through a connecting ball head fixedly connected thereto, and the connecting rod is detachably connected to a fixed seat; the fixed seat includes a curved seat body, a connecting disk and a second connecting sleeve are respectively constructed at both ends of the curved seat body, the connecting disk is detachably connected to the wheel hub, the lower end of the connecting rod extends out of the second connecting sleeve along the axis of the second connecting sleeve, and a fastening nut is threadedly connected to the connecting rod.

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