Electrically-driven chassis bionic angle module structure for imitating cirific muscles and ostrich achilles tendons

Abstract

The invention provides an electrically-driven chassis bionic angle module structure imitating cirific muscles and ostrich achilles tendon, which is applied to the technical field of angle module structure design, and a suspension structure comprises an active adjusting mechanism, a force transmission guide mechanism, a damping hydraulic rod, an arc-shaped spring and a detection mechanism; the active adjusting mechanism drives an adjusting lever through a servo motor to change the posture of the suspension structure and adjust the pre-tightening force of an adjusting spring. The force transmission guiding mechanism is composed of a multi-connecting-rod structure, transmits impact loads generated by wheels to a vehicle body and guides the motion trails of the wheels. The arc-shaped spring generates elastic deformation in the movement process of the suspension structure so as to store impact energy; the damping hydraulic rod provides damping energy consumption for the movement of the suspension structure; the detection mechanism is used for detecting the stress change of the suspension structure and providing feedback for active adjustment. Through the synergistic effect of multi-connecting-rod guiding, arc-shaped spring energy storage and hydraulic damping, graded absorption and stable transmission of wheel impact loads are achieved, and therefore the vehicle running stability and the suspension structure response performance are improved.

Description

Technical Field

[0001] This invention belongs to the field of corner module structure design technology, specifically relating to a biomimetic corner module structure for an electrically driven chassis that mimics the muscles of a caracal and the Achilles tendon of an ostrich. Background Technology

[0002] With the widespread application of distributed electric drive chassis in special vehicles, intelligent robots, and high-performance vehicles, higher demands are being placed on the integration and modularity of chassis systems. Corner modules, as chassis functional units integrating drive, braking, steering, and suspension systems, have become a core component of distributed electric drive chassis due to their compact structure, flexible control, and ease of modular configuration. Distributed drive vehicles based on corner modules possess multiple controllable degrees of freedom and a compact chassis structure, making them an important platform for realizing advanced drive-by-wire chassis technology.

[0003] In the field of corner module technology, existing suspension structures mostly use traditional spring elements (such as cylindrical springs, coil springs, or leaf springs) as elastic buffer components, combined with independent shock absorbers to achieve damping function. While such structures can meet basic vibration reduction requirements under normal operating conditions, traditional spring elements are prone to stress concentration under complex road conditions or extreme loads, leading to shortened fatigue life and decreased reliability. Furthermore, in existing corner module suspensions, the support and damping components are often separately arranged, resulting in high structural redundancy and a large unsprung mass, limiting the space for lightweight design of corner modules.

[0004] Therefore, how to design a biomimetic angular module structure that can optimize structural stress, achieve multi-level absorption of impact loads and coordinated energy management, and further reduce unsprung mass, so as to better adapt to the four-wheel independent control requirements of distributed electric drive chassis and improve the dynamic performance of the whole vehicle, has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] In view of the above-mentioned problems in the prior art, the purpose of this invention is to provide a bionic angular module structure for an electric drive chassis that mimics the muscles of a caracal and the Achilles tendon of an ostrich. Through the synergistic effect of multi-link guidance, arc spring energy storage and hydraulic damping, it can achieve graded absorption and stable transmission of wheel impact loads, thereby improving vehicle driving stability and suspension response performance.

[0006] A biomimetic angular module structure for an electrically driven chassis, mimicking the muscles of a caracal and the Achilles tendon of an ostrich, includes a suspension structure, a steering structure, a drive structure, and a braking structure. The suspension and steering structures are respectively connected to the tire assembly. The suspension structure includes an active adjustment mechanism, a force transmission and guiding mechanism, a shock-absorbing hydraulic rod, an arc spring, and a detection mechanism. The active adjustment mechanism includes a servo motor, an adjusting spring, an adjusting lever, and a sleeve. One end of the sleeve is hinged to a first base on the vehicle body. The adjusting spring is sleeved on the sleeve and connected to the servo motor. The servo motor is slidably connected to the sleeve. The adjusting lever is hinged to a third base on the vehicle body and swings around the third base as a fulcrum. One end of the adjusting lever is connected to the servo motor, and the other end is connected to the shock-absorbing hydraulic rod. The other end of the shock-absorbing hydraulic rod is connected to the force transmission and guiding mechanism and the detection mechanism. The force transmission and guiding mechanism is a multi-link structure. The force transmission and guiding mechanism is connected to the second base on the vehicle body. The force transmission and guiding mechanism is connected to the third base through the first support rod, to the first base through the second support rod, and to the wheel end base through the third support rod. The wheel end base is connected to the tire assembly through the wheel end fixing rod. The arc-shaped spring is disposed between the first support rod and the force transmission and guiding mechanism, and its two ends are respectively connected to the rod body of the first support rod and the force transmission and guiding mechanism. The detection mechanism includes a detection spring and an elastic sensor mounted on the detection spring. One end of the detection spring is connected to the shock-absorbing hydraulic rod and the force transmission and guiding mechanism, and the other end is connected to the wheel end base.

[0007] Preferably, the force transmission and guiding mechanism is a triangular structure formed by connecting a first link, a second link, and a third link in sequence, wherein the connection end between the first link and the second link is connection end one; the connection end between the second link and the third link is connection end two; and the connection end between the first link and the third link is connection end three.

[0008] Preferably, the two ends of the arc spring are connected to the body of the first support rod and the first connecting rod, respectively.

[0009] Preferably, the connecting end of the force transmission guiding mechanism is hinged to the second base on the vehicle body, so that the force transmission guiding mechanism swings along the second base. The first support rod is disposed between the second base and the third base, and the second support rod is disposed between the second base and the first base.

[0010] Preferably, the second connecting end of the force transmission and guiding mechanism is connected to the third support rod, and the other end of the third support rod is connected to the wheel end base. The third support rod is a telescopic rod.

[0011] Preferably, the connecting end three of the force transmission guiding mechanism is connected to the cylinder end of the shock-absorbing hydraulic rod and one end of the detection spring.

[0012] Preferably, one end of the adjusting spring is connected to the first base.

[0013] Preferably, the distance between the third base and the servo motor is less than the distance between the third base and the shock-absorbing hydraulic rod.

[0014] Preferably, the steering structure includes a steering motor, a universal joint, a first rotating joint, a second rotating joint, an upper fork arm, and a lower fork arm. The steering motor is driven to the first and second rotating joints via the universal joint. The first rotating joint is connected to the tire assembly via the upper fork arm, and the second rotating joint is connected to the tire assembly via the lower fork arm.

[0015] Preferably, the steering motor is mounted on the steering support arm, the steering support arm is connected to the vehicle body through the steering support base, and the steering support base is equipped with a positioning rod one and a positioning rod two. The other end of the positioning rod one is connected to a rotating joint one, and the other end of the positioning rod two is connected to a rotating joint two.

[0016] Preferably, the drive structure is coupled with the braking structure and integrated inside the wheel hub, forming a tire assembly together with the entire tire.

[0017] The beneficial effects of this invention are as follows: This bionic angular module structure for an electrically driven chassis, inspired by the muscles of a caracal and the Achilles tendon of an ostrich, combines a servo motor-driven active adjustment mechanism, an arc spring, and a shock-absorbing hydraulic rod. This design enables the suspension structure to achieve a synergistic effect of active adjustment and passive damping under different road conditions. When the vehicle is traveling on complex road surfaces or experiencing a sudden impact, the servo motor can adjust the preload of the spring based on the signal fed back by the detection mechanism, thereby changing the equivalent stiffness of the suspension structure. Simultaneously, the shock-absorbing hydraulic rod absorbs the impact energy through hydraulic damping, while the arc spring stores and releases some of the impact energy through elastic deformation. This allows the suspension structure to form a buffer mechanism that combines active adjustment and passive damping, thereby improving the stability and shock absorption effect during vehicle operation.

[0018] By coordinating the servo motor, adjusting lever, and damping hydraulic rod in the active adjustment mechanism, the small displacement input of the servo motor is converted into a larger adjustment displacement of the suspension structure through the lever principle. This allows for adjustment of the suspension structure's attitude and stiffness under relatively low drive power conditions, improving energy utilization efficiency and reducing the load requirements of the drive mechanism. The adjusting spring stores some elastic potential energy during servo motor operation and releases this energy when the servo motor stops driving, assisting the suspension structure in returning to its equilibrium position. This helps reduce the motor's load and improves the system's efficiency.

[0019] Using an arc-shaped spring as the primary elastic energy storage element, compared to traditional linear or coil spring structures, the arc-shaped spring creates a smoother force change process during suspension structure movement. This allows for a more even distribution of stress during compression and rebound, reducing localized stress concentration and, to some extent, improving the fatigue life of the spring structure. Simultaneously, the arc-shaped spring stores elastic potential energy during loading, rapidly releasing this energy when the impact load decreases or is released, thus assisting the suspension structure in completing its return-to-position action and improving the dynamic response capability of the suspension structure.

[0020] By incorporating a multi-link force transmission and guiding mechanism, the vertical motion trajectory of the wheels can be effectively constrained, enabling them to move along a predetermined path when impacted by the road surface. This reduces lateral sway and unstable motion, thereby improving the overall stability of the suspension structure. The triangular structure formed by the multi-link allows impact loads to be transmitted and dispersed through multiple paths, reducing the local load borne by individual components, improving the overall structural stress rationality, and facilitating the reduction of unsprung mass, thus enhancing the lightweight nature of the chassis structure. Attached Figure Description

[0021] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the corner module structure of the present invention; Figure 2 This is a schematic diagram of the initial state of the suspension structure of the present invention; Figure 3 This is a schematic diagram of the suspension structure of the present invention in a compressed state; Figure 4 This is a schematic diagram of the suspension structure of the present invention in the rebound / active adjustment state; Figure 5 This is a schematic diagram of the connection between the servo motor and the sleeve rod of the present invention.

[0022] The following are labeled in the diagram: 101, Servo Motor; 102, Adjusting Spring; 103, Adjusting Lever; 104, Sleeve Rod; 201, First Linkage Rod; 202, Second Linkage Rod; 203, Third Linkage Rod; 3, Shock Absorbing Hydraulic Rod; 4, Arc Spring; 5, Detection Spring; 601, First Base; 602, Second Base; 603, Third Base; 604, Wheel End Base; 605, First Support Rod; 606, Second Support Rod; 607, Third Support Rod; 701, Steering Motor; 702, Steering Support Arm; 703, Steering Support Base; 704, Universal Joint Shaft; 705, Rotary Joint 1; 706, Rotary Joint 2; 707, Upper Fork Arm; 708, Lower Fork Arm; 709, Wheel End Fixing Rod; 7010, Positioning Rod 1; 7011, Positioning Rod 2; 8, Tire Assembly. Detailed Implementation

[0023] Example 1 like Figure 1 As shown, a biomimetic angular module structure for an electric drive chassis, inspired by the muscles of a caracal and the Achilles tendon of an ostrich, includes a braking structure, a drive structure, a suspension structure, and a steering structure. The drive structure is coupled to the braking structure and integrated inside the wheel hub, forming a tire assembly 8 together with the entire tire. The tire assembly 8 is connected to the steering structure and the suspension structure. The steering structure is used for wheel steering, and the suspension structure is used to improve vehicle stability. (See attached diagram.) Figure 5 In the diagram, the red markings represent the suspension structure, the blue markings represent the steering structure, and the purple markings represent the tire assembly.

[0024] like Figure 2 As shown, the suspension structure includes an active adjustment mechanism, a force transmission and guiding mechanism, a shock-absorbing hydraulic rod 3, an arc spring 4, and a detection mechanism. Each mechanism undertakes active adjustment, impact transmission, damping energy dissipation, elastic energy storage, and condition detection functions during the operation of the suspension structure, and forms a coordinated suspension structure adjustment system through mechanical structure coupling.

[0025] The active adjustment mechanism is mainly used to actively adjust the stiffness and attitude of the suspension structure according to the vehicle's driving conditions to adapt to different road conditions. The mechanism includes a servo motor 101, an adjusting spring 102, an adjusting lever 103, and a sleeve 104.

[0026] like Figure 2 As shown, one end of the sleeve 104 is hinged to the first base 601, which is mounted on the vehicle body (not shown) to provide a stable mounting base for the active adjustment mechanism. The sleeve 104 serves as a guide structure, providing motion guidance for the servo motor 101 and related sliding components, enabling them to move smoothly along the axial direction of the sleeve 104.

[0027] The adjusting spring 102 is sleeved on the sleeve rod 104. One end of the adjusting spring 102 is connected to the servo motor 101, and the other end is connected to the first base 601. During the driving process of the servo motor 101, the adjusting spring 102 performs telescopic movement along the axial direction of the sleeve rod 104, undergoes elastic deformation, and stores elastic potential energy. After the servo motor 101 stops driving, the stored energy is released to help the suspension structure mechanism return to the balanced state, thereby reducing the energy consumption of the servo motor 101 and improving the system response efficiency.

[0028] like Figure 5 As shown, the servo motor 101 is mounted on a sliding assembly that can move axially along the sleeve 104. In a specific embodiment, the output shaft of the servo motor 101 is connected to a gear, and the sleeve 104 is provided with a rack structure that meshes with the gear. When the servo motor 101 drives the gear to rotate, the meshing action between the gear and the rack drives the sliding assembly to move axially along the sleeve 104, thereby realizing the overall lifting and lowering movement of the servo motor 101.

[0029] The lever 103 is hinged to the third base 603, which is fixedly mounted on the vehicle body structure, thus forming a stable lever fulcrum, allowing the adjusting lever 103 to swing around the fulcrum. Specifically, one end of the adjusting lever 103 is hinged to the servo motor 101, and the other end is hinged to the piston rod end of the shock-absorbing hydraulic rod 3. The distance between the lever fulcrum and the servo motor 101 is less than the distance between the lever fulcrum and the shock-absorbing hydraulic rod 3.

[0030] Through the above structural design, when the servo motor 101 moves axially along the sleeve rod 104, it can drive the adjusting lever 103 to swing around the fulcrum at the third base 603. Since the lever structure has a displacement amplification effect, the small displacement of the servo motor 101 can be converted into a large stroke of the shock-absorbing hydraulic rod 3, thereby realizing a large adjustment of the suspension structure with a small driving force, improving driving efficiency and reducing driving power requirements.

[0031] The shock-absorbing hydraulic rod 3 is mainly used to dissipate the energy of the impact load generated during vehicle operation, so as to reduce the impact on the vehicle body structure. The piston rod end of the shock-absorbing hydraulic rod 3 is hinged to the far end of the adjusting lever 103, while its cylinder end is connected to the connection end of the force transmission and guiding mechanism and one end of the detection spring 5.

[0032] When the suspension structure is subjected to impact load, the shock-absorbing hydraulic rod 3 generates resistance through internal hydraulic damping, which dampens and controls the movement of the suspension structure, simulating the buffering characteristics of the ostrich Achilles tendon, so that part of the impact energy is converted into heat energy and dissipated through hydraulic damping, thereby achieving the shock absorption effect.

[0033] It is important to note that a dynamic coupling relationship is formed between the shock-absorbing hydraulic rod 3 and the adjusting lever 103. When the servo motor 101 drives the adjusting lever 103 to swing, the working posture and stroke of the shock-absorbing hydraulic rod 3 also change accordingly, thereby providing a damping buffer effect in the active adjustment process and making the active adjustment process smoother.

[0034] The force transmission and guiding mechanism is mainly used to guide the movement trajectory of the wheels and transfer the impact load on the wheels to the vehicle body structure. This force transmission and guiding mechanism adopts a multi-link structure, consisting of a first link 201, a second link 202, and a third link 203 connected sequentially to form a stable triangular structure. Specifically, the connection end between the first link 201 and the second link 202 is connection end one; the connection end between the second link 202 and the third link 203 is connection end two; and the connection end between the first link 201 and the third link 203 is connection end three.

[0035] Specifically, the first connecting end is connected to the vehicle body structure via the second base 602. The first connecting end of the force transmission guiding mechanism is hinged to the second base 602, and the entire force transmission guiding mechanism can swing around the second base 602 as a fulcrum. The second connecting end is connected to the wheel end base 604 via the third support rod 607. The two ends of the third support rod 607 are hinged to the second connecting end of the force transmission guiding mechanism and the wheel end base 604, respectively. The wheel end base 604 is rigidly connected to the tire assembly 8 via the wheel end fixing rod 709, which is used to transfer the ground impact load on the wheel to the suspension structure. The third support rod 607 is a telescopic rod, which is used to assist the force transmission guiding mechanism in swinging. The connecting end three is connected to the cylinder end of the shock-absorbing hydraulic rod 3 and one end of the detection spring 5. The other end of the detection spring 5 is connected to the wheel end base 604. Through this connection method, when the force transmission guiding mechanism swings with the movement of the wheel, it can simultaneously drive the shock-absorbing hydraulic rod 3 to produce extension and retraction movements and cause the detection spring 5 to deform. Thus, while the wheel impact load is transmitted to the vehicle body structure, it is damped and dissipated through the shock-absorbing hydraulic rod 3, and the stress state of the suspension structure is detected through the deformation of the detection spring 5.

[0036] The aforementioned force transmission and guiding mechanism forms a stable triangular structure through multi-link connections, and achieves overall swing through the hinge between the connecting end and the second base 602. This allows the wheel to maintain a stable trajectory during vertical movement while reducing lateral sway, thereby improving vehicle stability. Furthermore, the multi-link structure can distribute impact loads through multiple paths, reducing the local load on individual components and improving the overall stress distribution rationality of the suspension structure.

[0037] The arc spring 4 is mainly used to store elastic potential energy when the suspension structure is impacted, and to release energy to assist the suspension structure in returning to its original position after the impact load is released. The arc spring 4 is disposed between the first support rod 605 and the force transmission and guiding mechanism, with one end connected to the first support rod 605 and the other end connected to the rod body of the first connecting rod 201. The first support rod 605 is disposed between the second base 602 and the third base 603, providing stable mounting support for the arc spring 4.

[0038] The arc-shaped spring 4 adopts an arc-shaped contour structure, mimicking the arc-shaped arrangement of the tendons in the hind legs of a caracal. Its arc curvature matches the motion trajectory of the force transmission and guiding mechanism. When the suspension structure is impacted, the force transmission and guiding mechanism oscillates, causing the arc-shaped spring 4 to undergo elastic deformation, thereby storing elastic potential energy. When the impact load decreases or is released, the arc-shaped spring 4 releases the stored elastic potential energy and pushes the force transmission and guiding mechanism back to its original position, thereby improving the return speed of the suspension structure.

[0039] In addition, the arc spring 4 and the shock-absorbing hydraulic rod 3 form a parallel energy processing structure, in which the arc spring 4 is responsible for storing and releasing elastic energy, while the shock-absorbing hydraulic rod 3 is responsible for dissipating part of the impact energy. The two work together to enable the suspension structure to achieve a balance between energy storage and energy dissipation under impact load.

[0040] The detection mechanism is used to acquire real-time stress information of the suspension structure for active adjustment. This mechanism includes a detection spring 5 and an elastic sensor mounted on the detection spring 5. Specifically, one end of the detection spring 5 is connected to the connection end three of the force transmission and guiding mechanism and the cylinder end of the shock-absorbing hydraulic rod 3, while the other end is connected to the wheel end base 604. When the wheel is subjected to a ground impact load, the load is transmitted to the detection spring 5 through the wheel end base 604, causing the detection spring 5 to undergo elastic deformation.

[0041] An elastic sensor is mounted on the sensing spring 5 to detect the deformation of the spring 5. The elastic sensor can be a strain gauge sensor or a displacement sensor, and the detected deformation signal is transmitted to the control unit. This structural design eliminates the need for the sensor to directly bear the impact load of the main load-bearing structure, thereby improving the reliability and service life of the detection device.

[0042] Working principle: This electric drive chassis biomimetic angular module structure, which mimics the muscles of a caracal and the Achilles tendon of an ostrich, maintains an initial equilibrium posture when the vehicle is stationary or in a stable driving state. At this time, each component maintains its position as follows: Figure 1 As shown in the initial geometric positional relationship, the shock-absorbing hydraulic rod 3 is in the middle stroke, the arc spring 4 maintains its natural arc shape, and the detection spring 5 is basically at its natural length.

[0043] When the vehicle is impacted by the road surface during operation, the impact force is transmitted through the tire assembly 8 to the wheel end base 604, causing the wheel end base 604 to displace upwards and driving the overall movement of the suspension structure. As the wheel moves upwards, the suspension structure enters a state similar to... Figure 3 The compression posture shown in the diagram involves the force transmission guiding mechanism oscillating along the second base 602, causing the arc spring 4 to undergo elastic deformation and store elastic potential energy. Simultaneously, the damping hydraulic rod 3 is compressed, absorbing some of the impact energy through hydraulic damping, thus buffering the impact on the road surface. At the same time, the detection spring 5 undergoes elastic deformation during the force application process. An elastic sensor mounted on the detection spring 5 detects its deformation and transmits the detection signal to the control unit. The control unit determines the current stress state of the suspension structure based on the detection signal and drives the servo motor 101 to move along the sleeve rod 104, thereby changing the tension of the adjustment spring 102 to adjust the preload and equivalent stiffness of the suspension structure. During the servo motor drive, the adjustment lever 103 oscillates around its fulcrum, causing the damping hydraulic rod 3 to displace accordingly, thus changing the geometric posture and mechanical properties of the suspension structure.

[0044] As the road impact gradually diminishes or the vehicle moves away from the raised area, the suspension structure engages as follows: Figure 4 As shown in the rebound posture, the arc spring 4 releases the elastic potential energy stored during compression, pushing the suspension structure to gradually return to its initial position. Simultaneously, the damping hydraulic rod 3 continues to provide damping during extension, suppressing excessively rapid rebound or vibration of the suspension structure. In this process, the suspension structure comprehensively handles impact energy through the elastic energy storage of the arc spring 4, the hydraulic damping of the damping hydraulic rod 3, and the dynamic adjustment of the active adjustment mechanism, thereby improving the vehicle's driving stability and ride comfort under complex road conditions.

[0045] When the vehicle is traveling on a relatively smooth road surface, the servo motor 101 remains in its current position and does not move. At this time, the suspension structure mainly relies on the elastic action of the arc spring 4 and the damping action of the shock-absorbing hydraulic rod 3 to achieve passive shock absorption, thereby reducing system energy consumption.

[0046] Example 2 like Figure 1 As shown, based on Embodiment 1, the steering structure in this embodiment includes a steering motor 701, a steering support arm 702, a steering support base 703, a universal drive shaft 704, a first rotating joint 705, a second rotating joint 706, an upper fork arm 707, a lower fork arm 708, a wheel end fixing rod 709, a first positioning rod 7010, and a second positioning rod 7011.

[0047] The steering motor 701 is mounted on the steering support arm 702, which is connected to the vehicle body via a steering support base 703. In practice, multiple steering support bases 703 can be provided to improve the stability of the steering support arm 702. Furthermore, a third base 603 in the suspension structure is connected to the steering support arm 702 and the vehicle body. A wheel end base 604 in the suspension structure is connected to the tire assembly 8 via a wheel end fixing rod 709. The wheel end base 604 does not rotate with the wheel, while the wheel end fixing rod 709 rotates with the wheel.

[0048] The drive end of the steering motor 701 is driven to the first rotating pair 705 via the universal drive shaft 704. The first rotating pair 705 is driven to the second rotating pair 706. The first rotating pair 705 is positioned by the first positioning rod 7010, and the other end of the first positioning rod 7010 is connected to the steering support base 703. The second rotating pair 706 is positioned by the second positioning rod 7011, and the other end of the second positioning rod 7011 is connected to the steering support base 703.

[0049] Furthermore, an upper fork arm 707 is provided on the first rotating joint 705, and a lower fork arm 708 is provided on the second rotating joint 706. The other ends of the upper fork arm 707 and the lower fork arm 708 are both connected to the tire assembly 8.

[0050] The steering motor 701 drives the first rotating joint 705 and the second rotating joint 706 through the universal drive shaft 704, thereby driving the tire assembly 8 to turn through the upper fork arm 707 and the lower fork arm 708, thus realizing the steering operation of the vehicle.

[0051] When the vehicle needs to turn, the steering motor 701 drives the universal joint shaft 704, which in turn controls the first rotating joint 705 and the second rotating joint 706 to distribute rotation to the upper wishbone 707 and the lower wishbone 708. The upper wishbone 707 and the lower wishbone 708 work together to push the wheel, thus achieving wheel steering. During wheel steering, the suspension structure does not rotate; the wheel end base 604 of the suspension structure is connected to the tire assembly via the wheel end fixing rod 709.

[0052] The above description is merely 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 foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A biomimetic horn module structure for an electrically driven chassis, mimicking the muscles of a caracal and the Achilles tendon of an ostrich, characterized in that, It includes a suspension structure and a steering structure, which are respectively connected to the tire assembly (8). The suspension structure includes an active adjustment mechanism, a force transmission and guiding mechanism, a shock-absorbing hydraulic rod (3), an arc spring (4), and a detection mechanism. The active adjustment mechanism includes a servo motor (101), an adjustment spring (102), an adjustment lever (103), and a sleeve (104). One end of the sleeve (104) is hinged to the first base (601) on the vehicle body. The adjustment spring (102) is sleeved on the sleeve (104) and connected to the servo motor (101). The servo motor (101) is slidably connected to the sleeve (104). The adjustment lever (103) is hinged to the third base (603) on the vehicle body and swings with the third base (603) as the lever fulcrum. One end of the adjustment lever (103) is connected to the servo motor (101), and the other end is connected to the shock-absorbing hydraulic rod (3). The other end of the shock-absorbing hydraulic rod (3) is connected to the force transmission and guidance mechanism and the detection mechanism. The force transmission guiding mechanism is a multi-link structure. The force transmission guiding mechanism is connected to the second base (602) on the vehicle body. The force transmission guiding mechanism is connected to the third base (603) through the first support rod (605), connected to the first base (601) through the second support rod (606), and connected to the wheel end base (604) through the third support rod (607). The wheel end base (604) is connected to the tire assembly (8) through the wheel end fixing rod (709). The arc spring (4) is disposed between the first support rod (605) and the force transmission guide mechanism, and its two ends are respectively connected to the rod body of the first support rod (605) and the force transmission guide mechanism; The detection mechanism includes a detection spring (5) and an elastic sensor mounted on the detection spring (5). One end of the detection spring (5) is connected to the shock-absorbing hydraulic rod (3) and the force transmission guide mechanism, and the other end is connected to the wheel end base (604).

2. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 1, is characterized in that... The force transmission and guiding mechanism is a triangular structure formed by connecting the first link (201), the second link (202), and the third link (203) in sequence. The connection end between the first link (201) and the second link (202) is connection end one; the connection end between the second link (202) and the third link (203) is connection end two; and the connection end between the first link (201) and the third link (203) is connection end three.

3. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 2, is characterized in that... The two ends of the arc spring (4) are respectively connected to the first support rod (605) and the first connecting rod (201).

4. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 2, is characterized in that... The connecting end of the force transmission guiding mechanism is hinged to the second base (602) on the vehicle body, so that the force transmission guiding mechanism swings along the second base (602). The first support rod (605) is disposed between the second base (602) and the third base (603), and the second support rod (606) is disposed between the second base (602) and the first base (601).

5. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 2, is characterized in that... The second connecting end of the force transmission and guiding mechanism is connected to the third support rod (607), and the other end of the third support rod (607) is connected to the wheel end base (604). The third support rod (607) is a telescopic rod.

6. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 2, is characterized in that... The connecting end three of the force transmission and guiding mechanism is connected to the cylinder end of the shock-absorbing hydraulic rod (3) and one end of the detection spring (5).

7. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 1, is characterized in that... One end of the adjusting spring (102) is connected to the first base (601).

8. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 1, is characterized in that... The distance between the third base (603) and the servo motor (101) is less than the distance between the third base (603) and the shock-absorbing hydraulic rod (3).

9. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 1, is characterized in that... The steering structure includes a steering motor (701), a universal drive shaft (704), a first rotating joint (705), a second rotating joint (706), an upper fork arm (707), and a lower fork arm (708). The steering motor (701) is driven to connect with the first rotating joint (705) and the second rotating joint (706) through the universal drive shaft (704). The first rotating joint (705) is connected to the tire assembly (8) through the upper fork arm (707), and the second rotating joint (706) is connected to the tire assembly (8) through the lower fork arm (708).

10. The biomimetic horn module structure of the electrically driven chassis, incorporating the muscles of a caracal and the Achilles tendon of an ostrich, as described in claim 9, is characterized in that... The steering motor (701) is mounted on the steering support arm (702), which is connected to the vehicle body via the steering support base (703). The steering support base (703) is equipped with a positioning rod one (7010) and a positioning rod two (7011). The other end of the positioning rod one (7010) is connected to the first rotating joint (705), and the other end of the positioning rod two (7011) is connected to the second rotating joint two (706).

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