Automobile electronic mechanical suspension adjustment device

Abstract

The present invention discloses an electronic-mechanical suspension adjustment device for an automobile. The device comprises two connecting half-shafts connected at their proximal ends by a first elastic eccentric assembly. Each connecting half-shaft is connected to an adapter and a diagonal member at its end distal from the first elastic eccentric assembly. The adapter is connected to the wheel hub via a universal joint, and the diagonal member is connected to the wheel hub via a controllable multi-stage damping mechanism. This device effectively improves the shock absorption of the vehicle body and wheels, ensuring excellent steering performance and adaptability to vehicles with varying loads. The present invention is applicable to 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] Among the options for mechanical automotive suspension, large, heavy-duty transport vehicles typically utilize a suspension structure composed of multiple interconnected elastic plates, which bears a relatively high load. This structure, however, exhibits relatively poor steering performance. This suspension structure connects both the front and rear wheels. Smaller vehicles, such as family cars, typically utilize a suspension structure in which the wheel is mounted on a hub, which is connected to the vehicle frame via a shock-absorbing spring assembly. The hub is then connected to the vehicle frame via upper and lower wishbones. This type of suspension structure is suitable for vehicles with lower loads and exhibits relatively good steering performance. However, a mechanical suspension structure that combines the advantages of both and eliminates their disadvantages, without compromising wheel steering, is currently unavailable, can accommodate vehicles with varying loads, and offers superior shock absorption performance. Summary of the Invention

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

[0004] To achieve the above object, the technical solutions adopted by the present invention are as follows:

[0005] An automotive electronic mechanical suspension adjustment device includes two connecting half-axes whose ends close to each other are connected by a first elastic eccentric assembly. The end of each connecting half-axle 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 peripheral 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 member, the first connecting seat is connected to the vehicle frame, the hydraulic adjustment member is provided 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 member is installed between the first connecting seat and the second connecting seat, and a second-level shock absorbing member 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 on the outside of the piston sleeve and connected to the first connecting seat and the second connecting seat respectively.

[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 member includes a first rod and a second rod connected by 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-shaft.

[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 to the outside of 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 fixed thereto, and the connecting rod is detachably connected to the fixed seat; the fixed seat includes a curved seat body, and 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.

[0015] Due to the above-mentioned structure, the present invention achieves a technical advancement over the prior art in that: the present invention can electronically control the operation of the multi-stage shock-absorbing mechanism, thereby adjusting the shock-absorbing capacity of the multi-stage shock-absorbing mechanism to adapt to different road surfaces (such as gravel roads, asphalt roads, and pothole roads), and can also adapt to different vehicle loads. Furthermore, the two connecting half-axles are connected by a first elastic eccentric assembly. Thus, when the two wheels move over potholes or bumps, a displacement difference occurs. This causes the two connecting half-axles to move relative to each other, and during this process, the first elastic eccentric assembly generates corresponding elastic energy storage to facilitate the return of the two connecting half-axles. Because the two connecting half-axles of the present invention are connected by the first elastic eccentric assembly, similar to a suspension structure composed of multiple elastic plates, the present invention has better load-bearing performance than small cars and better steering performance than large trucks. 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 is adaptable 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 figure:

[0018] Figure 1 Schematic diagram of the structure of an embodiment of the present invention;

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

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

[0021] Figure 4 Schematic diagram of the structure of the radial compression spring in the first elastic eccentric assembly according to an embodiment of the present invention;

[0022] Figure 5 A top view of the structure of a radial compression spring in a first elastic eccentric assembly according to an embodiment of the present invention;

[0023] Figure 6 A schematic diagram of a partial structure of an embodiment of the present invention;

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

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

[0026] Figure 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] Figure 10 This is a schematic structural diagram of the connection between the half-shaft, the inclined member and the adapter according to an embodiment of the present invention;

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

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

[0030] Figure 13 This is a schematic structural 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] Figure 14 This is a structural diagram of the connection between the first connecting seat and the local hydraulic adjustment member according to an embodiment of the present invention;

[0032] Figure 15 for Figure 14 Schematic diagram of the structure shown from another angle.

[0033] Marked parts: 100-connecting half shaft, 101-shaft head, 102-fixed shaft sleeve, 103-first connecting ear, 200-first elastic eccentric assembly, 201-assembly set, 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-Fixed sleeve, 300-Adapter seat, 301-Right angle seat, 302-First connecting sleeve, 400-Universal seat, 401-Bowl-shaped seat, 402-Connecting rod, 403-Connecting ball head, 404-Blocking edge, 405-Fastening nut, 500-Fixed seat, 501-Bent seat, 502-Connecting plate, 503-Second connecting sleeve, 600-Hub, 601-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 connector, 717-second hydraulic connector, 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, the vehicle comprises a first elastic eccentric assembly 200, two adapters 300, two diagonal braces 800, two universal joints 400, two controllable multi-stage damping mechanisms 700, and two connecting half-shafts 100. The two connecting half-shafts 100 are connected together at their respective ends via the first elastic eccentric assembly 200. The ends of each connecting half-shaft 100, which are distal to the first elastic eccentric assembly 200, are connected to the corresponding adapter 300 and diagonal brace 800. The adapter 300 is connected to the corresponding wheel hub 600 via the corresponding universal joint 400, and the diagonal brace 800 is connected to the corresponding wheel hub 600 via the corresponding controllable multi-stage damping mechanism 700. The operating principle and advantages of the present invention are that the multi-stage damping mechanism can be electronically controlled to adjust its damping capacity, thereby adapting to different road surfaces (e.g., gravel roads, asphalt roads, pothole roads, etc.) and varying vehicle loads. Furthermore, the two connecting half-axles 100 are connected by a first elastic eccentric assembly 200. Thus, when the two wheels pass over potholes, bumps, or other road surfaces, a displacement difference occurs. At this time, the two connecting half-axles 100 undergo relative displacement. During this process, the first elastic eccentric assembly 200 generates corresponding elastic energy storage to facilitate the return of the two connecting half-axles 100. Since the two connecting half-axles 100 of the present invention are connected by the first elastic eccentric assembly 200, they are similar to a suspension member composed of multiple elastic plates. Compared to small cars, the present invention has better load-bearing performance and better steering performance than large trucks. 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 is adaptable 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 a mounting sleeve 201, a rubber sealing end cap 206, and a plurality of radial compression springs 205. The mounting sleeve 201 is constructed at the end of one connecting half-shaft 100, with their axes coinciding. An assembly cavity 202 is formed within the mounting sleeve 201, into which the end of the other connecting half-shaft 100 extends. The plurality of radial compression springs 205 described in this embodiment are mounted on the inner circumferential wall of the assembly cavity 202, and are evenly distributed along the circumference of the assembly cavity 202. These radial compression springs 205 are connected to the outer circumferential wall of the corresponding connecting half-shaft 100. In this embodiment, the rubber sealing end cap 206 is disposed at the end of the assembly sleeve 201. A connecting edge 207 is constructed on the outer periphery of the rubber sealing end cap 206. The connecting edge 207 extends radially outward from the rubber sealing end cap 206 and is removably connected to the end surface of the assembly sleeve 201. A fixing sleeve 208 is fixed to the center of the rubber sealing end cap 206. The fixing sleeve 208 fits over the corresponding connecting half-shaft 100 and is fixedly connected to the connecting half-shaft 100. In this embodiment, all radial compression springs 205 are enclosed within the assembly cavity 202 by the rubber sealing end cap 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, thereby making the two connecting half-shafts 100 connected into a whole through the first elastic eccentric axis 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 mounting grooves 203 are uniformly formed along the circumference of the inner wall of the mounting sleeve 201, each of which extends axially along the mounting sleeve 201. A plurality of mounting protrusions 204 are uniformly formed along the circumference of the outer peripheral surface of the connecting half-shaft 100, each of which extends axially along the connecting half-shaft 100, and each of which corresponds to a mounting groove 203. The inner side of each radial compression spring 205 is connected to the corresponding mounting protrusion 204, and the outer side of the radial compression spring 205 is mounted in the corresponding mounting groove 203. The specific structure of the radial compression spring 205 of this embodiment is as follows: the radial compression spring 205 includes an outer protrusion 2051 and an inner recess 2052. The outer protrusion 2051 and the inner recess 2052 are connected to each other at both ends. The outer protrusion 2051 and the inner recess 2052 are respectively connected to the inner wall of the mounting sleeve 201 and the outer wall of the connecting half-shaft 100. An elastic compression opening 2053 is formed between the outer protrusion 2051 and the inner recess 2052. During radial extension or compression, the elastic compression opening 2053 of the radial compression spring 205 of this embodiment expands or contracts, thereby elastically deforming the radial compression spring 205 and storing energy to accommodate 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 degree of radial elastic deformation, but also a certain degree of axial elastic deformation, thereby ensuring load-bearing capacity 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 connecting seat 718, a second connecting seat 704, a hydraulic adjustment member, a transfer rod 701, a primary shock absorber, and a secondary shock absorber. The hydraulic adjustment member is connected to the first connecting seat 718, which has multiple fixing ears 719 uniformly arranged along its circumference. These fixing ears 719 are all connected to the vehicle frame. In this embodiment, the hydraulic adjustment member, at one end away from the first connecting seat 718, is fixed to the second connecting seat 704. This second connecting seat 704 is movably connected to the transfer rod 701. The end of the transfer rod 701 away from the second connecting seat 704 is configured with an articulated joint 702. The wheel hub 600 in this embodiment includes a wheel hub body 601, on which an articulated ear 603 is configured. The articulated joint 702 is hingedly connected to the articulated ear 603, thereby achieving the purpose of articulating the end of the transfer rod 701 to the wheel hub 600. The first-stage shock absorber of this embodiment is installed between the first connecting seat 718 and the second connecting seat 704, and the second-stage 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 component, and then adjusts the shock absorption performance of the first-stage shock absorber to adapt to the different loads of the vehicle. When the wheel encounters a bumpy place, the first-stage shock absorber and the second-stage shock absorber both elastically expand and contract and store energy; since this embodiment adopts a multi-stage shock absorption method, the vehicle's driving is more stable.

[0039] As a preferred embodiment of the present invention, Figure 12As shown, the hydraulic adjustment member includes a piston rod 710 and a piston sleeve 709. The piston rod 710 is threadedly connected to a first connecting seat 718, and a lock nut 720 is threadedly connected to the piston rod 710. A piston head 711 is configured at the end of the piston rod 710 that extends into the piston sleeve 709. The end of the piston sleeve 709 that is away from the first connecting seat 718 is fixedly connected to the second connecting seat 704. In this embodiment, the inner cavity of the piston sleeve 709 is divided by the piston head 711 into a lower hydraulic chamber 712 and an upper hydraulic chamber 713. A first hydraulic channel 714 and a second hydraulic channel 715 are defined within the piston rod 710. A first hydraulic connector 716 and a second hydraulic connector 717 are configured at the upper end of the piston rod 710. The first hydraulic channel 714 and the second hydraulic channel 715 communicate with the lower hydraulic chamber 712 and the upper hydraulic chamber 713, respectively. The first hydraulic connector 716 and the second hydraulic connector 717 communicate 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 mounted outside the piston sleeve 709 and is in a compressed state to store energy. 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, driving the piston head 711 to move vertically. This causes the second connecting seat 704 to move 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, thereby achieving the purpose of changing the shock absorption effect and adapting it to different vehicle load conditions. The specific structure of the secondary shock absorber of this embodiment is as follows: 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. The small diameter end of the conical rubber sleeve 706 is constructed with a mounting sleeve 707, which is mounted and fixed to the outside of the adapter rod 701. The large diameter end and small diameter end of the conical spring 708 are also connected to the second connecting seat 704 and the adapter rod 701 respectively, and the conical spring 708 is set in the conical rubber sleeve 706. During the shock absorption process, both the primary shock absorber and the secondary shock absorber 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 diagonal brace 800 includes a first rod 803 and a second rod 801. The ends of the first rod 803 and the second rod 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 that of the first elastic eccentric assembly 200 described above and is not described in detail here. A third connecting ear 804 and a second connecting ear 802 are respectively constructed at the ends of the first rod 803 and the second rod 801 that are away from each other. A shaft head 101 is constructed at the end of the connecting half shaft 100 that is away from the first elastic eccentric assembly 200. A fixed shaft sleeve 102 is fixed to the shaft head 101. A first connecting ear 103 is constructed on the fixed shaft sleeve 102. The first connecting ear 103 is hingedly connected to the second connecting ear 802. A fourth connecting ear 703 is constructed on the transfer rod 701. The fourth connecting ear 703 is hingedly connected to the third connecting ear 804. The diagonal 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 diagonal member 800 elastically stores energy and can effectively release the stored energy after the wheel overcomes the obstacle, thereby causing the controllable multi-stage shock absorbing mechanism 700 and the connecting half-shaft 100 to return to their original position.

[0041] As a preferred embodiment of the present invention, Figure 6 、 7 As shown in Figures 9 and 9, the adapter seat 300 includes a right-angle seat body 301. A first connecting sleeve 302 is constructed on the vertical portion of the right-angle seat body 301. The first connecting sleeve 302 is fixedly mounted on the outside of the connecting half-shaft 100. The horizontal portion 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. The upper end of the bowl-shaped seat body 401 is detachably connected to the right-angle seat body 301. A connecting ball head 403 is constructed on the upper end of the connecting rod 402. The connecting ball head 403 is movably assembled in the bowl-shaped seat body 401, achieving the purpose of hinged connection between 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, with a connecting disc 502 and a second connecting sleeve 503 respectively constructed at both ends of the curved seat body 501. The hub body 601 is configured with an assembly opening 602. The connecting disc 502 is assembled within the assembly opening 602 and is detachably connected to the hub body 601 via 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. The connecting rod 402 is configured with a blocking edge 404 extending radially outward. 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 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 descriptions are merely preferred embodiments of the present invention and are 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 will be able to modify the technical solutions described in the aforementioned embodiments or substitute equivalents for some of the technical features. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. An automotive electronic mechanical suspension adjustment device, characterized in that: The wheel hub of the present invention is a gear train connected to the hub by a gear train connected to the hub of the present invention, and the gear train is connected to the hub of the present invention by a gear train connected to the hub of the present invention. The two ends are connected to each other, the outer convex part and the inner concave part are respectively connected to the inner wall of the assembly sleeve and the outer wall of the connecting half shaft, and an elastic compression port is formed between the outer convex part and the inner concave part; 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, and a plurality of assembly protrusions are evenly constructed on the outer peripheral 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; the inclined member includes a first rod body and a second rod body connected by a second elastic eccentric assembly, the first rod body is hinged to the controllable multi-stage shock absorbing mechanism, and the second rod body is hinged to the corresponding connecting half shaft.

2. 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 the vehicle frame, the hydraulic adjustment member 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 member is installed between the first connecting seat and the second connecting seat, and a second-level shock absorbing member is connected between the second connecting seat and the transfer rod.

3. The automobile electronic mechanical suspension adjustment device according to claim 2, 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.

4. The automobile electronic mechanical suspension adjustment device according to claim 2, characterized in that: The secondary shock absorber includes a conical rubber sleeve and a conical spring. The large diameter end and 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 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.

5. The automobile 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.

6. The automobile electronic mechanical suspension adjustment device according to claim 5, characterized in that: 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 fixed thereto, and the connecting rod is detachably connected to the fixed seat; the fixed seat includes a curved seat body, and 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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