Self-adaptive suspension rigidity adjusting device based on road condition recognition

Abstract

The invention relates to the field of automobile suspension structures, and discloses a self-adaptive suspension rigidity adjusting device based on road condition recognition, the upper ends of two suspension supporting frames are fixedly connected together through a connecting rod, suspension connecting frames are arranged on the two sides of the suspension supporting frames, and damping supporting columns are arranged at the side ends of the suspension supporting frames; a tire is arranged at the side end of the suspension connecting frame, an adjusting frame is arranged on the inner sides of the two suspension supporting frames, two adjusting blocks are movably connected into the adjusting frame, the two adjusting blocks are connected with the suspension connecting frame, and a suspension adjusting device is arranged between the adjusting frame and the adjusting blocks; the rotating shafts are arranged between the side ends of the two suspension supporting frames and the tires, the self-adaptive devices are arranged at the ends, located in the suspension supporting frames, of the rotating shafts, the self-adaptive devices can automatically adjust the rigidity of the suspension according to road conditions, it can be ensured that a vehicle body keeps stable no matter on an uphill road, a downhill road or a smooth road, and the stability and safety in the running process are improved.

Description

Technical Field

[0001] The invention relates to the field of automobile suspension structures, and in particular to a suspension stiffness adaptive adjustment device based on road condition recognition. Background Art

[0002] The automobile suspension is an important part of the automobile chassis system. It connects the frame (or load-bearing body) and the axle (or wheel), and plays the role of transmitting force, buffering impact and reducing vibration to ensure that the car can run smoothly. The suspension system has an important impact on the handling, stability and comfort of the car. The appropriate suspension stiffness and type can improve the handling stability of the car, reduce roll and pitch, and ensure ride comfort. Therefore, when selecting and adjusting the suspension system, it is necessary to comprehensively consider the purpose of the car, road conditions and the needs of the driver. The functions of the suspension system include transmitting the force and torque between the wheel and the frame; buffering the impact force transmitted to the frame or body by the uneven road surface; reducing the vibration caused by it to ensure that the car can run smoothly.

[0003] For example, Chinese patent CN112757857B discloses a diagonal-stayed multi-rigidity auxiliary independent suspension device, including a first shock absorber, a shock absorbing support plate, a first diagonal-stayed shock absorber, a motor support, a first hinge connecting plate, a second hinge connecting plate, a shock absorbing hinged support, a T-shaped hinged platform, a shock absorbing base and a first shock absorber on the base. The first shock absorber is connected to the shock absorbing support plate; the first diagonal-stayed shock absorber is connected to the shock absorbing hinged support; the first hinge connecting plate is fixedly connected to the T-shaped hinged platform and the motor support respectively; the second hinge connecting plate is fixedly connected to the shock absorbing base and the motor support respectively; the first shock absorber on the base is installed on the inner side of the shock absorbing base. The diagonal-stayed multi-rigidity auxiliary independent suspension device of the present invention has a diagonal-stayed coil spring auxiliary, which increases the suspension stiffness, can reduce the lateral impact force, improve the directional stability, and ensure the driving comfort of the car.

[0004] The automobile suspension connects the frame (or load-bearing body) and the axle (or wheel), and plays the role of transmitting force, buffering impact and reducing vibration. Just like the above-mentioned patent, a diagonal-stayed multi-rigidity auxiliary independent suspension device, although a shock absorber is added, its function is only to reduce the impact force. However, for different road surfaces, such as uphill, flat and downhill roads, the suspension of the automobile in the patent will affect the safety of the car. Since the suspension cannot be adjusted, the suspension of the car moderately maintains the same horizontal plane. For example, on an uphill road, if the body is higher than the road surface, the center of gravity is upward. When the speed is too fast, the car may run off the runway. On a downhill road, if the body is close to the road surface, the bottom of the car may touch the ground at the interface with the flat road. Therefore, in order to solve the above-mentioned problems, the present invention proposes a suspension stiffness adaptive adjustment device based on road condition recognition. Summary of the invention

[0005] 1. Technical issues to be resolved In view of the deficiencies in the prior art, the present invention provides a suspension stiffness adaptive adjustment device based on road condition recognition, which solves the above-mentioned problems.

[0006] (II) Technical solution To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a suspension stiffness adaptive adjustment device based on road condition recognition, comprising a suspension support frame, a suspension connecting frame, a shock absorbing support column and a tire, wherein the suspension support frame comprises two, the upper ends of the two suspension support frames are fixedly connected together by a connecting rod, the two sides of the suspension support frame are provided with suspension connecting frames, the side ends of the suspension support frame are provided with shock absorbing support columns, and the side ends of the suspension connecting frame are provided with tires, characterized in that it also comprises: Two groups of suspension connecting frames are respectively provided on both sides, one group of suspension connecting frames is provided together with the tire, and the other group of suspension connecting frames is provided together with the vehicle body, and the two groups of suspension connecting frames are used to adjust the height between the vehicle body and the ground according to the distance between them; An adjustment frame is arranged inside the two suspension support frames, and two adjustment blocks are movably connected inside the adjustment frame, and the two adjustment blocks are connected to the suspension connecting frame, and a suspension adjustment device is arranged between the adjustment frame and the adjustment block, and the suspension adjustment device controls the adjustment block to adjust the vehicle body height to the suspension connecting frame; A rotating shaft is arranged between the side ends of the two suspension support frames and the tires, and an adaptive device is arranged at one end of the rotating shaft located inside the suspension support frame, and the movable end of the adaptive device corresponds to the adjustment end of the suspension adjustment device. The adaptive device adjusts the suspension adjustment device according to the inclination of the road surface.

[0007] The upper ends and lower ends of the two suspension support frames are both provided with grooves, and hinge plates are movably connected in the grooves. The hinge plates are fixed across the two suspension support frames, and both sides of the hinge plates are movably connected to the suspension connecting frames.

[0008] The suspension adjustment device includes an adjustment disk, a first adjustment rod, a second adjustment rod, a first connecting rod and a second connecting rod. The two ends of the two suspension support frames are movably connected to the two adjustment disks, and the first connecting rod and the second connecting rod are fixedly connected to the two sides of the adjustment disk. The first connecting rod and the second connecting rod are symmetrically arranged, and the movable end of the first connecting rod is movably connected to the first adjusting rod, and one end of the first adjusting rod is movably connected to the adjustment block at the upper end, and the movable end of the second connecting rod is movably connected to the second adjusting rod, and the second adjusting rod is located at the side end of the adjustment frame.

[0009] The adjusting frame is fitted with the side end of the suspension support frame, and a slide groove is provided on the side wall of the adjusting frame, and the adjusting block at the lower end extends out of the slide groove and is movably connected with the second adjusting rod.

[0010] The adjusting disk is movably connected to the side end of the suspension support frame through a rotating shaft, and the rotating shaft and the suspension support frame are movably connected through a torsion spring, and the outer end of the adjusting disk is fixedly connected with an extrusion block, and the extrusion block is arranged in a triangular shape.

[0011] A slot corresponding to the rotating shaft is provided between the two adjusting blocks, and the rotating shaft passes through the suspension support frame and extends to the slot, and springs are movably connected on both sides of the slot corresponding to the two adjusting blocks.

[0012] The adaptive device includes an adaptive rod, a rod sleeve, an adaptive gear and an adaptive adjustment block. The rod sleeve is movably connected to one end of the rotating shaft corresponding to the adjustment frame, and the adaptive rod is fixedly connected to the rod sleeve. Two groups of adaptive gears are fixedly connected to the side ends of the rotating shaft corresponding to the rod sleeve, and two groups of adaptive adjustment blocks are arranged at positions on the adaptive rod corresponding to the two groups of adaptive gears.

[0013] The two groups of adaptive gears include a first adjusting gear and a second adjusting gear, and the first adjusting gear and the second adjusting gear are arranged in a parallel and stacked state, and the side walls of the first adjusting gear and the second adjusting gear are provided with inclined tooth grooves, and the tooth grooves of the first adjusting gear and the second adjusting gear are in opposite directions, and a resistance block is fixedly connected to the edge of the second adjusting gear, and the resistance block is movably connected to a spring plate through a spring, and a placement groove is provided at the edge of the first adjusting gear, and an extrusion plate is movably connected to the placement groove through a spring.

[0014] The rod sleeve is divided into two layers, the inner side of the rod sleeve is movably connected to the rotating shaft, and the outer side of the rod sleeve is movably connected to the inner side through a torsion spring, and weight blocks are arranged on both sides of the top end of the adaptable rod.

[0015] The two adaptive adjustment blocks include a first adjustment block and a second adjustment block, and the first adjustment block and the second adjustment block are symmetrically stacked, the movable ends of the first adjustment block and the second adjustment block are bent downward, and the adaptive rod is fixed with a limiting block corresponding to the upper end of the first adjustment block, and the adaptive rod is fixed with a limiting block corresponding to the lower end of the second adjustment block, and the upper end of the first adjustment block is in contact with the extrusion block on one side of the adjustment disk, and the lower end of the second adjustment block is in contact with the extrusion block on the other side of the adjustment disk.

[0016] (III) Beneficial effects Compared with the prior art, the present invention provides a suspension stiffness adaptive adjustment device based on road condition recognition, which has the following beneficial effects: 1. The suspension stiffness adaptive adjustment device based on road condition recognition combines the suspension adjustment device with the adaptive device, and can automatically adjust the suspension stiffness according to the road conditions. Whether it is uphill, downhill or flat road, it can ensure that the vehicle body remains stable. This adaptive adjustment helps to reduce body shaking and roll, and improve stability and safety during driving.

[0017] 2. The suspension stiffness adaptive adjustment device based on road condition recognition can divide the suspension into three forms through the suspension adjustment device. The three forms are respectively implemented on uphill, downhill and flat roads. The three forms are adjusted for the three road surfaces, and the problems arising on the three road surfaces are solved through the three forms.

[0018] 3. The suspension stiffness adaptive adjustment device based on road condition recognition tilts the entire vehicle body and suspension backward when on an uphill road. During the tilting process, the adaptive device adjusts the suspension adjustment device according to the tilt angle of the entire device, so that the suspension adjustment device controls the two suspension connecting frames to gather together, so that the center of gravity of the vehicle body is lowered, avoiding excessive speed and flying out of the channel at the end of the uphill.

[0019] 4. The suspension stiffness adaptive adjustment device based on road condition recognition tilts the entire vehicle body and suspension forward on a downhill road, so that its adaptive device adjusts the suspension adjustment device, thereby causing the suspension adjustment device to control the two suspension connecting frames to diffuse away from each other, thereby increasing the distance between the vehicle body and the ground, preventing the vehicle body from leaning down at the end of the downhill slope and rubbing against the chassis.

[0020] 5. The suspension stiffness adaptive adjustment device based on road condition recognition is provided with an adaptive rod, an adaptive gear and an adaptive adjustment block through the adaptive device. The adaptive rod tilts and swings to both sides according to the inclination angle, so that the adaptive adjustment block on the adaptive rod can correspond to the adaptive gear, thereby realizing the control of the suspension adjustment device through the action between the adjustment block and the gear, and realizing the intelligence of the entire device.

[0021] 6. The suspension stiffness adaptive adjustment device based on road condition recognition is equipped with weight blocks on both sides of the top of the adaptation rod, and during the tilting process, the weight of the weight blocks will offset the torque of the torsion spring in the rod sleeve. On a flat road, the weight blocks on both sides will offset each other, thereby controlling the centering of the adaptation rod through the torsion spring. On an inclined road, the weight block on one side will be greater than the torque of the torsion spring, thereby achieving tilting to one side.

[0022] 7. The suspension stiffness adaptive adjustment device based on road condition recognition is equipped with corresponding devices in each of the two gears. The devices in the gears are used to realize the operation of the adaptive adjustment block after the gears rotate, thereby facilitating the adaptive adjustment block to control the adjustment disk and realizing the linkage between the two devices. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the overall structure of the present invention; Figure 2 It is a schematic diagram of the suspension support frame of the present invention; Figure 3 It is a schematic diagram of the connection between the suspension support frame and the tire of the present invention; Figure 4 It is a schematic diagram of the suspension adjustment device of the present invention; Figure 5 It is a schematic diagram of the side end of the adjustment frame of the present invention; Figure 6 It is a schematic diagram of the adaptive device of the present invention; Figure 7 This is a schematic diagram of the adaptive device of the present invention on an uphill road; Figure 8 It is an exploded schematic diagram of the adaptable gear and the adaptable adjustment block of the present invention on an uphill slope; Fig. 9 This is a schematic diagram of the adaptive device of the present invention on a downhill road; Fig.10 It is an exploded schematic diagram of the adaptive gear and the adaptive adjustment block of the present invention on a downhill slope; Fig.11 This is a schematic diagram of the connection between the adjustment block and the adjustment disk of the present invention; Fig.12 It is a schematic diagram of the connection between the suspension adjustment device of the present invention and the suspension connecting frame.

[0024] In the figure: 1. Suspension support frame; 2. Suspension connecting frame; 3. Shock-absorbing support column; 4. Tire; 5. Adjustment frame; 6. Adjustment block; 7. Rotating shaft; 8. Groove; 9. Hinge plate; 10. Adjustment disk; 11. First adjustment rod; 12. Second adjustment rod; 13. First connecting rod; 14. Second connecting rod; 15. Slide; 16. Rotating shaft; 17. Torsion spring; 18. Extrusion block; 19. Slot; 20. Spring; 21. Adaptation rod; 22. Rod sleeve; 23. First adjustment gear; 24. Second adjustment gear; 25. Tooth groove; 26. Resistance block; 27. Spring plate; 28. Placement slot; 29. ​​Extrusion plate; 30. First adjustment block; 31. Second adjustment block; 32. Limit block; 33. Weight-increasing block. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] See also Figure 1-12 A suspension stiffness adaptive adjustment device based on road condition recognition comprises a suspension support frame 1, a suspension connecting frame 2, a shock absorbing support column 3 and a tire 4, wherein the suspension support frame 1 comprises two, the upper ends of the two suspension support frames 1 are fixedly connected together by a connecting rod, the two sides of the suspension support frame 1 are provided with a suspension connecting frame 2, the side ends of the suspension support frame 1 are provided with a shock absorbing support column 3, and the side ends of the suspension connecting frame 2 are provided with a tire 4, characterized in that it also comprises: Two groups of suspension connecting frames 2 are respectively provided on both sides, one group of suspension connecting frames 2 is provided together with the tire 4, and the other group of suspension connecting frames 2 is provided together with the vehicle body, and the height between the vehicle body and the ground is adjusted according to the spacing between the two groups of suspension connecting frames 2; An adjustment frame 5 is provided inside the two suspension support frames 1, and two adjustment blocks 6 are movably connected inside the adjustment frame 5, and the two adjustment blocks 6 are connected to the suspension connecting frame 2. A suspension adjustment device is provided between the adjustment frame 5 and the adjustment block 6, and the suspension adjustment device controls the adjustment block 6 to adjust the vehicle body height to the suspension connecting frame 2; A rotating shaft 7 is arranged between the side ends of the two suspension support frames 1 and the tires 4, and an adaptive device is arranged at one end of the rotating shaft 7 located inside the suspension support frame 1, and the movable end of the adaptive device corresponds to the adjustment end of the suspension adjustment device. The adaptive device adjusts the suspension adjustment device according to the inclination of the road surface. The suspension support frame 1, the suspension connecting frame 2, the shock-absorbing support column 3 and the tire 4 are combined into a suspension at the bottom end of the car. When the car is on different road sections, the suspension adjustment device will be adjusted through the adaptive device, so that the suspension adjustment device adjusts the distance between the two suspension connecting frames 2 at the side ends, thereby adjusting the distance between the car body and the tire 4.

[0027] The upper and lower ends of the two suspension support frames 1 are provided with grooves 8, and hinge plates 9 are movably connected in the grooves 8. The hinge plates 9 are fixed across the two suspension support frames 1, and both sides of the hinge plates 9 are movably connected to the suspension connecting frame 2. Grooves 8 are provided on the two suspension support frames 1, and the hinge plates 9 are installed in the grooves 8, so that the two suspension support frames 1 are connected by the hinge plates 9, and the side ends of the hinge plates 9 protrude as supporting points, so that the hinge plates 9 are connected to the suspension connecting frame 2, so that the two suspension connecting frames 2 can rotate on the hinge plates 9, and the distance between the two suspension connecting frames 2 can be adjusted by rotating the two suspension connecting frames 2.

[0028] The suspension adjustment device includes an adjustment disk 10, a first adjustment rod 11, a second adjustment rod 12, a first connecting rod 13 and a second connecting rod 14. The ends of the two suspension support frames 1 that are close to each other are movably connected to the two adjustment disks 10, and the first connecting rod 13 and the second connecting rod 14 are fixedly connected to the two sides of the adjustment disk 10. The first connecting rod 13 and the second connecting rod 14 are symmetrically arranged, and the movable end of the first connecting rod 13 is movably connected to the first adjustment rod 11, and one end of the first adjustment rod 11 is movably connected to the adjustment block 6 at the upper end, and the movable end of the second connecting rod 14 is movably connected to the adjustment block 6 at the upper end. It is dynamically connected with a second adjusting rod 12, and the second adjusting rod 12 is located at the side end of the adjusting frame 5. When the adjusting disk 10 is rotated, the first adjusting rod 11 and the second adjusting rod 12 are rotated, so that the first adjusting rod 11 drives the first connecting rod 13 to push toward the lower end, so that the first connecting rod 13 drives the adjusting block 6 at the upper end to move up and down, and the second connecting rod 14 moves up and down on the adjusting block 6 at the side end. Since the first adjusting rod 11 and the second adjusting rod 12 are symmetrical, the adjusting block 6 driven by the first connecting rod 13 and the second connecting rod 14 will move relative to each other.

[0029] The adjusting frame 5 is fitted with the side end of the suspension support frame 1, and a slide groove 15 is opened on the side wall of the adjusting frame 5, and the adjusting block 6 at the lower end extends out of the slide groove 15 and is movably connected to the second adjusting rod 12. The two adjusting blocks 6 are located in the adjusting frame 5 and slide up and down, and a slide groove 15 is opened on the side end of the adjusting frame 5, so that the adjusting block 6 at the lower end can be extended to be connected to the second adjusting rod 12, so that the second adjusting rod 12 drives the internal adjusting block 6 to move up and down.

[0030] The adjusting disk 10 is movably connected to the side end of the suspension support frame 1 through a rotating shaft 16, and the rotating shaft 16 and the suspension support frame 1 are movably connected through a torsion spring 17, and the outer end of the adjusting disk 10 is fixedly connected with an extrusion block 18, and the extrusion block 18 is arranged in a triangular shape, and the two adjusting disks 10 are connected to the suspension support frame 1 through the rotating shaft 16, so that the two adjusting disks 10 have a limit point for rotation, and the rotating shaft 16 is equipped with a torsion spring 17, so that the entire rotating shaft 16 can return to its original position after rotation, and an extrusion block 18 is provided on one side of the adjusting disk 10. Since the adaptive adjustment block can only be implemented when it is tilted, therefore, when the adaptive adjustment block is tilted, the extrusion block 18 is also triangular and will correspond to each other, and when the adaptive adjustment block is squeezed outward or inward by force, the adjusting disk 10 will be driven to rotate.

[0031] A slot 19 corresponding to the rotating shaft 7 is provided between the two adjusting blocks 6, and the rotating shaft 7 passes through the suspension support frame 1 and extends to the slot 19, and a spring 20 is movably connected on both sides of the corresponding slot 19 between the two adjusting blocks 6. A slot 19 is provided between the two adjusting blocks 6. In order to prevent the two adjusting blocks 6 from affecting the rotating shaft 7 when merging, the two adjusting blocks 6 are respectively connected to the rear ends of the two suspension connecting rods 2, so that the two adjusting blocks 6 swing the two suspension connecting rods 2, thereby changing the spacing between the suspension connecting rods 2.

[0032] The adaptive device includes an adaptive rod 21, a rod sleeve 22, an adaptive gear and an adaptive adjustment block. The rod sleeve 22 is movably connected to one end of the rotating shaft 7 corresponding to the adjustment frame 5, and the adaptive rod 21 is fixedly connected to the rod sleeve 22. Two groups of adaptive gears are fixedly connected to the side ends of the rotating shaft 7 corresponding to the rod sleeve 22, and two groups of adaptive adjustment blocks are arranged at the positions of the adaptive rod 21 corresponding to the two groups of adaptive gears. The adaptive device has three forms, one for a flat road surface, one for an uphill road surface, and one for a downhill road surface, and it can adapt and change according to the three different road surfaces.

[0033] The two groups of adaptive gears include a first adjusting gear 23 and a second adjusting gear 24, which are arranged in parallel and stacked state, and the side walls of the first adjusting gear 23 and the second adjusting gear 24 are provided with inclined tooth grooves 25, and the tooth grooves 25 of the first adjusting gear 23 and the second adjusting gear 24 are in opposite directions, and a resisting block 26 is fixedly connected to the edge of the second adjusting gear 24, and the resisting block 26 is movably connected to a spring plate 27 through a spring, and a placement groove 28 is provided at the edge of the first adjusting gear 23, and a squeezing plate 29 is movably connected in the placement groove 28 through a spring, and the adaptive gears are divided into two groups, and the two groups of first adjusting gears 23 and second adjusting gears 24 correspond in opposite directions. On an uphill road, the adaptive rod 21 will tilt toward the rear end, so that the adaptive adjustment block on the adaptive rod 21 corresponds to the second adjusting gear 24, so that when the rotating shaft 7 drives the second adjusting gear 24 to rotate, the adaptive adjustment block will be gradually squeezed, and then gradually squeezed by the spring plate 27 on the resisting block 26. Finally, the adaptive adjustment block is ejected, so that the adjustment disk 10 is rotated by the adaptive adjustment block, so that the two adjustment blocks 6 move relative to each other, so that the outer end of the suspension connecting rod 2 gradually moves closer, so that the distance between the fuselage and the tire 4 becomes smaller, the center of the car is lowered, and the weight of the car is also downward, so as to prevent the car from flying out of the channel at the end of the uphill at too fast speed. On the downhill road, the adaptive rod 21 will tilt to the front end, so that the adaptive adjustment block on the adaptive rod 21 corresponds to the first adjustment gear 23, so that the rotating shaft 7 drives the first adjustment gear When 23 rotates, it will gradually squeeze the adaptive adjustment block, and then squeeze the adaptive adjustment block through the squeezing plate 29 in the placement groove 28. After squeezing to a certain extent, the squeezing plate 29 enters the placement groove 28. During the squeezing process, the adaptive adjustment block will press forward, thereby rotating the adjustment disk 10 through the adaptive adjustment block, forming two adjustment blocks 6 moving toward each other, so that the suspension connecting rod 2 at the outer end gradually moves away, thereby increasing the distance between the fuselage and the tire 4, preventing the car from leaning down at the end of the downhill, causing it to rub against the chassis.

[0034] The rod sleeve 22 is divided into two layers, the inner side of the rod sleeve 22 is movably connected to the rotating shaft 7, and the outer side of the rod sleeve 22 is movably connected to the inner side through a torsion spring, and weight blocks 33 are arranged on both sides of the top end of the adaptation rod 21. The rod sleeve 22 is arranged on the rotating shaft 7, and the rod sleeve 22 is divided into two layers, the lower layer is used as a support, and the upper layer is used as a rotating surface. The middle is restored by a torsion spring, and the upper layer is equipped with the adaptation rod 21, wherein weight blocks 33 are arranged on both sides of the top end of the adaptation rod 21. The weight of the weight block 33 when tilted is greater than the torque of the torsion spring, so that when it is on an inclined road surface, the adaptation rod 21 equipped with the weight block 33 can be tilted.

[0035] The two adaptive adjustment blocks include a first adjustment block 30 and a second adjustment block 31, and the first adjustment block 30 and the second adjustment block 31 are symmetrically stacked, and the movable ends of the first adjustment block 30 and the second adjustment block 31 are bent downward, and the adaptive rod 21 is fixed with a limiting block 32 corresponding to the upper end of the first adjustment block 30, and the adaptive rod 21 is fixed with a limiting block 32 corresponding to the lower end of the second adjustment block 31, and the upper end of the first adjustment block 30 is in contact with the extrusion block 18 on the adjustment disk 10 on one side, and the lower end of the second adjustment block 31 is in contact with the extrusion block 18 on the adjustment disk 10 on the other side, wherein the adaptive adjustment block is divided into a first adjustment block 30 and a second adjustment block 31, and when on an uphill road, the adaptive rod 21 will tilt backward, thereby causing the connection with the first adjustment block 30 to tilt toward the rear end, and after tilting, it can be in contact with the first adjusting gear 23. After the first adjusting gear 23 rotates, it will drive the first adjusting block 30 to eject outward, and the limit block 32 will limit it to prevent excessive ejection, so that the first adjusting block 30 will flip upward on one side of the extrusion block 18 on the adjusting disk 10, so that the entire adjusting disk 10 will rotate clockwise, and the two adjusting blocks 6 will move relative to each other. When on a downhill road, the adaptation rod 21 tilts forward, so that the second adjusting block 31 and the second adjusting gear 24 are squeezed. During the extrusion process, the second adjusting block 31 is affected by the limit block 32 at the lower end and will be squeezed to an end point, thereby squeezing the extrusion plate 29 in the placement groove 28. During the downward extrusion process, the second adjusting block 31 will press one side of the extrusion block 18, so that the adjusting disk 10 rotates counterclockwise, so that the two adjusting blocks 6 move toward each other.

[0036] Working principle: A suspension at the bottom of a car is formed by combining a suspension support frame 1, a suspension connecting frame 2, a shock-absorbing support column 3 and a tire 4. When the car is on different road sections, the suspension adjustment device will be adjusted by the adaptive device, so that the suspension adjustment device adjusts the distance between the two suspension connecting frames 2 at the side ends, thereby adjusting the distance between the car body and the tire 4; When on a flat road, the rod sleeve 22 at the lower end of the adaptable rod 21 is acted upon by the torsion spring to keep the adaptable rod 21 vertical, so that the two adaptable adjustment blocks will not tilt left and right, and thus the two adaptable adjustment blocks will not be related to the adaptable gears. The two adjustment blocks 6 will also be in normal balance due to the spring 20 between them, so that the two suspension connecting frames 2 promote the distance between the vehicle body and the tire 4 to be at a moderate position. When on an uphill road, the adapting rod 21 will tilt toward the rear end, so that the adapting adjustment block on the adapting rod 21 corresponds to the second adjusting gear 24, so that when the rotating shaft 7 drives the second adjusting gear 24 to rotate, the adapting adjustment block will be gradually squeezed, and then gradually squeezed by the spring plate 27 on the resisting block 26, and finally the adapting adjustment block will be ejected, so that the adjusting disk 10 is rotated by the adapting adjustment block, forming the two adjusting blocks 6 moving relative to each other, wherein how the adapting adjustment block drives the adjusting disk 10 to rotate, the adapting rod 21 will tilt backward, so that the first adjusting block 30 connected to the rear end is tilted, and the tilting After the first adjusting gear 23 is tilted, it can be aligned with the first adjusting gear 23. After the first adjusting gear 23 rotates, it will drive the first adjusting block 30 to eject outward, and the limiting block 32 will limit it to prevent excessive ejection, so that the first adjusting block 30 flips up one side of the extrusion block 18 on the adjusting disk 10, so that the entire adjusting disk 10 rotates clockwise, the two adjusting blocks 6 move relatively, and the suspension connecting rod 2 at the outer end gradually moves closer, so that the distance between the fuselage and the tire 4 becomes smaller, the center of the car is lowered, and the weight of the car is also downward, so as to prevent the car from flying out of the channel at the end of the uphill due to excessive speed; On a downhill road, the adaptable rod 21 will tilt toward the front end, so that the adaptable adjustment block on the adaptable rod 21 corresponds to the first adjusting gear 23, so that when the rotating shaft 7 drives the first adjusting gear 23 to rotate, the adaptable adjustment block will be gradually squeezed, and then the adaptable adjustment block will be squeezed by the squeezing plate 29 in the placement groove 28. After squeezing to a certain extent, the squeezing plate 29 enters the placement groove 28. During the squeezing process, the adaptable adjustment block will press forward, thereby rotating the adjustment disk 10 through the adaptable adjustment block, forming two adjustment blocks 6 moving toward each other, wherein how the adaptable adjustment block drives the adjustment disk 10 to rotate, the adaptable rod 21 moves The second adjusting block 31 is tilted forward, so that the second adjusting block 31 is squeezed with the second adjusting gear 24. During the squeezing process, the second adjusting block 31 is affected by the limit block 32 at the lower end and will be squeezed to an end point, thereby squeezing the squeezing plate 29 in the placement groove 28. During the downward squeezing process, the second adjusting block 31 presses one side of the squeezing block 18, so that the adjusting disk 10 rotates counterclockwise, so that the two adjusting blocks 6 move toward each other, and the suspension connecting rod 2 at the outer end gradually moves away, so that the distance between the fuselage and the tire 4 becomes larger, preventing the car body from leaning down at the end of the downhill slope and rubbing against the chassis.

[0037] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A suspension stiffness adaptive adjustment device based on road condition recognition, comprising a suspension support frame (1), a suspension connecting frame (2), a shock absorbing support column (3) and a tire (4), wherein the suspension support frame (1) comprises two, the upper ends of the two suspension support frames (1) are fixedly connected together by a connecting rod, the two sides of the suspension support frame (1) are provided with a suspension connecting frame (2), the side ends of the suspension support frame (1) are provided with a shock absorbing support column (3), and the side ends of the suspension connecting frame (2) are provided with a tire (4), characterized in that: Also included are: Two groups of suspension connection frames (2) are respectively provided on both sides, one group of suspension connection frames (2) is provided together with the tire (4), and the other group of suspension connection frames (2) is provided together with the vehicle body, and the height between the vehicle body and the ground is adjusted according to the spacing between the two groups of suspension connection frames (2); An adjustment frame (5) is arranged inside the two suspension support frames (1), and two adjustment blocks (6) are movably connected inside the adjustment frame (5), and the two adjustment blocks (6) are connected to the suspension connecting frame (2), and a suspension adjustment device is arranged between the adjustment frame (5) and the adjustment block (6), and the suspension adjustment device controls the adjustment block (6) to adjust the vehicle body height with respect to the suspension connecting frame (2); A rotating shaft (7) is arranged between the side ends of the two suspension support frames (1) and the tires (4), and an adaptive device is arranged at one end of the rotating shaft (7) located inside the suspension support frame (1), and the movable end of the adaptive device corresponds to the adjustment end of the suspension adjustment device, and the adaptive device adjusts the suspension adjustment device according to the inclination of the road surface.

2. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 1, characterized in that: The upper ends and lower ends of the two suspension support frames (1) are both provided with grooves (8), and hinge plates (9) are movably connected in the grooves (8). The hinge plates (9) are fixed across the two suspension support frames (1), and both sides of the hinge plates (9) are movably connected to the suspension connection frame (2).

3. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 2, characterized in that: The suspension adjustment device comprises an adjustment disk (10), a first adjustment rod (11), a second adjustment rod (12), a first connecting rod (13) and a second connecting rod (14); one end of the two suspension support frames (1) approaching each other is movably connected to the two adjustment disks (10), and the first connecting rod (13) and the second connecting rod (14) are fixedly connected to both sides of the adjustment disk (10); the first connecting rod (13) and the second connecting rod (14) are arranged symmetrically to each other, and the movable end of the first connecting rod (13) is movably connected to the first adjustment rod (11), and one end of the first adjustment rod (11) is movably connected to the adjustment block (6) at the upper end, and the movable end of the second connecting rod (14) is movably connected to the second adjustment rod (12), and the second adjustment rod (12) is located at the side end of the adjustment frame (5).

4. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 3, characterized in that: The adjustment frame (5) fits with the side end of the suspension support frame (1), and a slide groove (15) is provided on the side wall of the adjustment frame (5), and the adjustment block (6) at the lower end extends out of the slide groove (15) and is movably connected to the second adjustment rod (12).

5. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 3, characterized in that: The adjusting disk (10) is movably connected to the side end of the suspension support frame (1) via a rotating shaft (16), and the rotating shaft (16) and the suspension support frame (1) are movably connected via a torsion spring (17), and an extrusion block (18) is fixedly connected to the outer end of the adjusting disk (10), and the extrusion block (18) is arranged in a triangular shape.

6. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 4, characterized in that: A slot (19) corresponding to the rotating shaft (7) is provided between the two adjusting blocks (6), the rotating shaft (7) passes through the suspension support frame (1) and extends to the slot (19), and springs (20) are movably connected on both sides of the slot (19) between the two adjusting blocks (6).

7. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 5, characterized in that: The adaptive device comprises an adaptive rod (21), a rod sleeve (22), an adaptive gear and an adaptive adjustment block; one end of the rotating shaft (7) corresponding to the adjustment frame (5) is movably connected to the rod sleeve (22), and the adaptive rod (21) is fixedly connected to the rod sleeve (22); two sets of adaptive gears are fixedly connected to the side ends of the rotating shaft (7) corresponding to the rod sleeve (22), and two sets of adaptive adjustment blocks are arranged at positions on the adaptive rod (21) corresponding to the two sets of adaptive gears.

8. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 7, characterized in that: The two groups of adaptable gears include a first adjusting gear (23) and a second adjusting gear (24), the first adjusting gear (23) and the second adjusting gear (24) are arranged in a parallel and stacked state, and the side walls of the first adjusting gear (23) and the second adjusting gear (24) are both provided with inclined tooth grooves (25), and the directions of the tooth grooves (25) of the first adjusting gear (23) and the second adjusting gear (24) are opposite, and a resisting block (26) is fixedly connected to the edge of the second adjusting gear (24), and the resisting block (26) is movably connected to a spring plate (27) through a spring, and a placement groove (28) is provided at the edge of the first adjusting gear (23), and a pressing plate (29) is movably connected to the placement groove (28) through a spring.

9. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 7, characterized in that: The rod sleeve (22) is divided into two layers, the inner side of the rod sleeve (22) is movably connected to the rotating shaft (7), and the outer side of the rod sleeve (22) is movably connected to the inner side via a torsion spring, and weight blocks (33) are provided on both sides of the top end of the adaptable rod (21).

10. The suspension stiffness adaptive adjustment device based on road condition recognition according to claim 7, characterized in that: The two adaptive adjustment blocks include a first adjustment block (30) and a second adjustment block (31), and the first adjustment block (30) and the second adjustment block (31) are symmetrically stacked, the movable ends of the first adjustment block (30) and the second adjustment block (31) are bent downward, and the adaptive rod (21) is fixed with a limit block (32) corresponding to the upper end of the first adjustment block (30), and the adaptive rod (21) is fixed with a limit block (32) corresponding to the lower end of the second adjustment block (31), and the upper end of the first adjustment block (30) is in contact with the extrusion block (18) on the adjustment disk (10) on one side, and the lower end of the second adjustment block (31) is in contact with the extrusion block (18) on the adjustment disk (10) on the other side.

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