Damping device of electric vehicle

Abstract

The invention discloses an electric vehicle damping device, and relates to the technical field of electric vehicle damping equipment, the electric vehicle damping device comprises a damping cylinder and a damping rod, the top of the damping rod is connected with an upper connecting assembly, the bottom of the damping rod is connected in the damping cylinder, the outside of the damping cylinder is connected with an adjusting cylinder, and a lower connecting assembly is arranged below the adjusting cylinder; an adjusting assembly is arranged on the adjusting cylinder, the adjusting assembly is connected with a power driving assembly, and the power driving assembly is arranged outside the damping cylinder; a damping spring is arranged between the adjusting assembly and the upper connecting assembly. According to the damping device for the electric vehicle, through the power driving assembly and the multi-gear design, the highest gear is automatically switched when the electric vehicle rapidly passes through a deceleration strip, the compression amount and the supporting force of the damping spring are increased, and the problem of insufficient supporting is solved; the hydraulic damper and the spring act synergistically to fully absorb impact energy, and meanwhile, the force storage elastic piece slows down the reset speed, so that a rider is prevented from being separated from the seat cushion, and the comfort is improved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle shock absorption equipment technology, and in particular to an electric vehicle shock absorption device. Background Technology

[0002] The shock absorber of an electric vehicle is a core component ensuring riding comfort and safety. It absorbs road impacts and suppresses rebound oscillations through the combined action of spring elastic deformation and hydraulic damping, reducing rider fatigue and protecting vehicle components from damage. Currently, in mainstream electric vehicle hydraulic shock absorbers, riders typically adjust the shock absorption stiffness manually by adjusting the spring preload. However, this method has significant technical limitations in practical use. On the one hand, when electric vehicles pass over speed bumps or other severe bumps at high speed, the springs in existing shock absorbers are limited by their own movement and cannot quickly and fully absorb the impact energy. Most of the impact force is directly transmitted to the vehicle body, resulting in strong vibrations felt by the rider. On the other hand, when the springs return to their original position after an impact, the rider's buttocks may be lifted off the seat due to excessive return travel and speed, seriously affecting riding comfort. In addition, if the shock absorbers are adjusted too softly to adapt to smooth roads, insufficient support may occur when passing over speed bumps at high speed, leading to increased vehicle swaying and even affecting handling stability, posing a safety hazard.

[0003] Existing automatic adjustment shock absorbers mostly focus on gear shifting for minor bumps and are not specifically designed for severe impact scenarios such as quickly passing over speed bumps, making it difficult to balance shock absorption, recovery stability, and support requirements. Summary of the Invention

[0004] The purpose of this invention is to provide a shock absorption device for electric vehicles, which solves the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides an electric vehicle shock absorption device, including a shock absorber cylinder and a shock absorber rod. The top of the shock absorber rod is connected to an upper connecting assembly, the bottom of the shock absorber rod is connected to the inside of the shock absorber cylinder, an adjusting cylinder is connected to the outside of the shock absorber cylinder, and a lower connecting assembly is provided below the adjusting cylinder. An adjustment component is provided on the adjustment cylinder, and the adjustment component is connected to the power drive component, which is located outside the shock absorber cylinder. A shock-absorbing spring is provided between the adjustment component and the upper connecting component.

[0006] Preferably, the shock absorber is filled with hydraulic oil, and a limiting plate is provided inside the shock absorber. A through hole is provided at the center of the limiting plate, and the through hole allows the shock absorber rod to move up and down.

[0007] Preferably, the bottom end of the shock absorber is connected to a piston head, which is located below the limiting plate and slides relative to the inner wall of the shock absorber. The upper part of the shock absorber rod is provided with a connector, and the connector is provided with multiple sliding buttons, which are adapted to the power drive component.

[0008] Preferably, the upper connecting assembly includes an upper fixing plate connected to the top of the shock absorber rod, a connecting sleeve is provided above the upper fixing plate, a connecting rod is connected inside the connecting sleeve, and a first hinge block is connected above the connecting rod.

[0009] Preferably, the adjusting component includes a sliding groove and a sliding plate, and sliding blocks are symmetrically arranged on the inner side of the sliding plate. The sliding blocks are slidably connected in the sliding groove. There are two sliding grooves, which are centrally symmetrically opened on the outer wall of the adjusting cylinder. The sliding groove includes a first bend and a second bend. A first locking position is provided at one end of the first bend, a second locking position is provided at the end of the second bend, and an intermediate locking position is provided between the second bend and the first bend.

[0010] Preferably, the power drive assembly includes a rotating cylinder rotatably connected to the outer wall of the shock absorber, and the inner wall of the rotating cylinder is provided with a wave groove, which includes several sets of vertical grooves and inverted V-shaped grooves connected vertically. Both the inverted V-shaped groove and the vertical groove are adapted to the sliding button; A one-way limiting component is also provided below the rotating cylinder.

[0011] Preferably, the one-way limiting component includes a one-way stop wheel disposed outside the shock absorber cylinder, the one-way stop wheel is provided with a ratchet groove inside, a pawl is provided in the ratchet groove, a receiving groove is provided on the outer wall of the shock absorber cylinder, one end of the pawl is rotatably connected to one end of the receiving groove, the other end of the pawl is connected to the other end of the receiving groove through an elastic connector, and a reset unit is provided on the pawl. The one-way stop wheel has two symmetrical through holes on both sides. Two connecting rods pass through the two through holes respectively. One end of each connecting rod is fixedly connected to the bottom of the rotating cylinder, and the other end of each connecting rod passes through the sliding plate and is slidably connected to the sliding plate.

[0012] Preferably, the reset unit includes a connecting groove formed at one end of the pawl, a push rod is fixedly connected in the connecting groove, the push rod is configured with an L-shaped structure, and a push block is provided at the free end of the push rod.

[0013] Preferably, the lower connecting assembly includes a lower fixing plate connected to the lower end of the adjusting cylinder, and a second hinge block is fixedly connected below the lower fixing plate.

[0014] Preferably, a force-storing elastic element is provided between the lower fixed plate and the sliding plate, an annular boss is provided below the sliding plate, an annular step is provided above the lower fixed plate, the lower end of the force-storing elastic element abuts against the annular step, and the upper end of the force-storing elastic element abuts against the annular boss.

[0015] Therefore, the present invention employs the above-mentioned electric vehicle shock absorption device, which has the following technical effects: (1) This device automatically switches to the highest gear when passing over speed bumps quickly through the power drive component and multi-gear design, increasing the compression and support of the shock absorber spring to solve the problem of insufficient support; the hydraulic damping and spring work together to fully absorb the impact energy, while the energy storage elastic element slows down the reset speed to prevent the rider from leaving the seat and improves comfort.

[0016] (2) This device only triggers upshifting when the thrust generated by a violent impact overcomes the preload of the stored elastic element. It does not move when there is a slight bump, so there is no need for manual adjustment and frequent shifting of gears will not affect stability. The one-way limit component locks the gear position to ensure that the support force is stable and does not regress.

[0017] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of an electric vehicle shock absorption device according to the present invention; Figure 2 This is a schematic diagram of the structure of an electric vehicle shock absorber device of the present invention, without the energy storage elastic element. Figure 1 ; Figure 3 This is a schematic diagram of the structure of an electric vehicle shock absorber device of the present invention, without the energy storage elastic element. Figure 2 ; Figure 4 This is a schematic diagram of the internal structure of the shock absorber cylinder of an electric vehicle shock absorber according to the present invention; Figure 5 This is a schematic diagram of the sliding groove of an electric vehicle shock absorption device according to the present invention; Figure 6 This is a schematic diagram of the internal structure of the rotating cylinder of an electric vehicle shock absorber according to the present invention; Figure 7 This is a schematic diagram of the structure of a one-way limiting component of an electric vehicle shock absorption device according to the present invention; Reference numerals: 1. Shock absorber cylinder; 11. Limiting plate; 2. Shock absorber rod; 21. Piston head; 22. Connecting head; 23. Sliding knob; 3. Upper connecting assembly; 31. Upper fixing plate; 32. Connecting sleeve; 33. Connecting rod; 34. First hinge block; 4. Adjusting cylinder; 5. Lower connecting assembly; 51. Lower fixing plate; 511. Annular step; 52. Second hinge block; 6. Adjusting assembly; 61. Sliding groove; 62. Sliding plate; 621. Annular boss; 63. First bend 64. Second bend; 63. First locking position; 64. Second locking position; 65. Middle locking position; 7. Power drive assembly; 71. Rotating cylinder; 711. Bearing; 72. Vertical groove; 73. Inverted V-shaped groove; 74. One-way limit assembly; 741. One-way stop wheel; 742. Rattle groove; 743. Pawl; 744. Receiving groove; 745. Elastic connector; 75. Linkage rod; 761. Push rod; 762. Push block; 8. Shock-absorbing spring; 9. Force-accumulating elastic component. Detailed Implementation

[0019] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] Example Please see Figures 1-7 This invention provides a shock absorption device for an electric vehicle, including a shock absorber cylinder 1 and a shock absorber rod 2. An upper connecting assembly 3 is connected to the top of the shock absorber rod 2, and the bottom of the shock absorber rod 2 is connected inside the shock absorber cylinder 1. An adjusting cylinder 4 is connected to the outside of the shock absorber cylinder 1, and a lower connecting assembly 5 is disposed below the adjusting cylinder 4. An adjusting assembly 6 is disposed on the adjusting cylinder 4 and is connected to a power drive assembly 7, which is disposed outside the shock absorber cylinder 1. A shock absorber spring 8 is disposed between the adjusting assembly 6 and the upper connecting assembly 3. The shock absorber spring 8 absorbs road impact energy through its own elastic deformation, and simultaneously, in conjunction with hydraulic damping, achieves primary shock absorption. Its compression is adjusted by the axial position of a sliding plate 62, thereby changing the degree of shock absorption.

[0022] The shock absorber 1 is filled with hydraulic oil. The shock absorber 1 serves as the mounting carrier for the shock absorber rod 2 and piston head 21, and is the core space generated by hydraulic damping. A limit plate 11 is provided inside the shock absorber 1. The limit plate 11 extends radially along the shock absorber 1, and a through hole is opened at the center of the limit plate 11. The diameter of the through hole is adapted to the outer diameter of the shock absorber rod 2. The through hole allows the shock absorber rod 2 to move up and down, and at the same time, it guides and limits the movement of the shock absorber rod 2 to prevent its movement from deviating.

[0023] A piston head 21 is connected to the bottom end of the shock absorber rod 2. The piston head 21 is a disc-shaped structure adapted to the inner wall of the shock absorber cylinder 1, fixedly installed at the bottom end of the shock absorber rod 2, located below the limiting plate 11, and slidingly sealing with the inner wall of the shock absorber cylinder 1. When the piston head 21 reciprocates with the shock absorber rod 2, it squeezes the hydraulic oil in the shock absorber cylinder 1. The hydraulic oil flows through the gap between the piston head 21 and the inner wall of the shock absorber cylinder 1 or through a preset damping channel, generating damping force to offset the impact energy and achieve shock absorption. A connector 22 is provided at the upper part of the shock absorber rod 2. Multiple sliding buttons 23 are provided on the connector 22. The sliding buttons 23 are evenly fixed along the circumference of the connector 22. The outer end of the sliding button 23 is a spherical structure that slides against the wall of the wave groove. When the shock absorber rod 2 moves up and down, the sliding button 23 slides along the wave groove and is guided by the inclined surface of the inverted V-shaped groove 73, pushing the rotating cylinder 71 to rotate unidirectionally around the shock absorber cylinder 1. The shock absorber rod 2 is the core component for force transmission. Road impacts are transmitted to the shock absorber cylinder 1 through the wheel, which drives the shock absorber rod 2 to reciprocate along the axial direction, thereby triggering the deformation of the shock absorber spring 8 and the hydraulic damping effect.

[0024] The upper connecting assembly 3 includes an upper fixing plate 31 connected to the top of the shock absorber rod 2. The upper fixing plate 31 has a disc-shaped structure and is fixedly connected to the top of the shock absorber rod 2 at its center, and is used to bear the upper force of the shock absorber spring 8. A connecting sleeve 32 is provided above the upper fixing plate 31. A connecting rod 33 is connected inside the connecting sleeve 32. A first hinge block 34 is connected above the connecting rod 33. The first hinge block 34 is used to hinge with the electric vehicle seat or frame to achieve a stable connection between the shock absorber and the vehicle body, and at the same time accommodate the relative rotation between the vehicle body and the shock absorber.

[0025] The adjusting assembly 6 includes a sliding groove 61 and a sliding plate 62. The sliding plate 62 has an annular structure and is sleeved on the outside of the adjusting cylinder 4. Two sliding blocks are symmetrically fixed on its inner side. The sliding blocks slide and adapt to the groove wall of the sliding groove 61, and can move along the curve of the sliding groove 61 and engage with the corresponding locking position. Sliding blocks are symmetrically arranged on the inner side of the sliding plate 62 and are slidably connected within the sliding groove 61. There are two sliding grooves 61, which are centrally symmetrically located on the outer wall of the adjusting cylinder 4. The sliding groove 61 includes a first curve 63 and a second curve 64. A first locking position 63 is provided at one end of the first curve 63, and a second locking position 64 is provided at the end of the second curve 64. An intermediate locking position 65 is provided between the second curve 64 and the first curve 63. All locking positions are designed as arc-shaped groove structures to lock the sliding blocks of the sliding plate 62, thereby fixing the gear position.

[0026] The power drive assembly 7 includes a rotating cylinder 71 rotatably connected to the outer wall of the shock absorber 1 via a bearing 711. A wave groove is formed on the inner wall of the rotating cylinder 71, comprising several sets of vertically connected vertical grooves 72 and inverted V-shaped grooves 73. The vertical grooves 72 extend axially along the rotating cylinder 71, and the two inclined surfaces of the inverted V-shaped grooves 73 smoothly transition into the vertical grooves 72, with the groove width matching the sliding knob 23.

[0027] A one-way limiting component 74 is also provided below the rotating cylinder 71. The one-way limiting component 74 includes a one-way stop wheel 741 disposed outside the shock absorber cylinder 1. The one-way stop wheel 741 has a ratchet groove 742 inside. The ratchet groove 742 has a wedge-shaped groove structure, with an inclined surface on one side facing the rotation direction of the rotating cylinder 71 and a vertical stop surface on the other side. A pawl 743 is disposed inside the ratchet groove 742. A receiving groove 744 is opened on the outer wall of the shock absorber cylinder 1. One end of the pawl 743 is rotatably connected to one end of the receiving groove 744, and the other end of the pawl 743 is connected to the other end of the receiving groove 744 through an elastic connector 745. In its natural state, the elastic connector 745 pushes the pawl 743's locking head towards the ratchet groove 742 to ensure reliable contact between the two. In this embodiment, the elastic connector 745 is a spring. The end of the pawl 743 connected to the elastic connector 745 is a wedge-shaped chuck, which is adapted to the ratchet groove 742 and can be inserted into the ratchet groove 742 to form a stop fit.

[0028] Two symmetrical through holes are provided on both sides of the one-way stop wheel 741. Two connecting rods 75 pass through each through hole. One end of each connecting rod 75 is fixedly connected to the bottom of the rotating cylinder 71, and the other end of each connecting rod 75 passes through the sliding plate 62 and is slidably connected to the sliding plate 62. When the rotating cylinder 71 rotates, the connecting rods 75 drive the sliding plate 62 to move up and down along the axis of the adjusting cylinder 4, thereby adjusting the compression of the shock-absorbing spring 8.

[0029] A reset unit is provided on the pawl 743. The reset unit includes a connecting groove at one end of the pawl 743, and a push rod 761 is fixedly connected in the connecting groove. The push rod 761 is designed with an L-shaped structure, and a push block 762 is provided at the free end of the push rod 761 for manually pushing the pawl 743 out of the ratchet groove 742 to achieve gear reset. Both the push rod 761 and the push block 762 are made of lightweight materials.

[0030] The lower connecting assembly 5 includes a lower fixing plate 51 connected to the lower end of the adjusting cylinder 4. The lower fixing plate 51 has a disc-shaped structure and is fixedly installed at the lower end of the adjusting cylinder 4. A second hinge block 52 is fixedly connected below the lower fixing plate 51. The second hinge block 52 is fixedly installed below the lower fixing plate 51 and is used to hinge with the electric vehicle wheel frame to realize the connection between the shock absorption device and the wheel and transmit the impact force of the road surface.

[0031] A force-storing elastic element 9 is provided between the lower fixed plate 51 and the sliding plate 62. An annular boss 621 is provided below the sliding plate 62, and an annular step 511 is provided above the lower fixed plate 51. The lower end of the force-storing elastic element 9 abuts against the annular step 511, and the upper end of the force-storing elastic element 9 abuts against the annular boss 621. In its natural state, the force-storing elastic element 9 is in a pre-compressed state, providing an upward pre-tightening force to the sliding plate 62 to prevent accidental activation. Only when the road surface bump intensity is sufficient and the thrust of the power drive component 7 overcomes the pre-tightening force will the sliding plate 62 be moved to switch gears.

[0032] The working process of the shock absorption device is as follows: S1, such as Figure 1 and Figure 2 As shown, the sliding block of the sliding plate 62 is engaged in the first locking position 63 (lowest position) of the sliding groove 61, the compression of the shock-absorbing spring 8 is minimal, and the shock absorption effect is the softest; the energy storage elastic element 9 is in a pre-compression state, providing an upward pre-tightening force for the sliding plate 62; the pawl 743 is engaged in the ratchet groove 742 of the one-way stop wheel 741 under the action of the elastic connector 745, locking the rotating cylinder 71 so that it cannot reverse; the first hinge block 34 is hinged to the electric vehicle seat / frame, and the second hinge block 52 is hinged to the electric vehicle wheel frame.

[0033] S2. When the road surface is bumpy, the automatic upshift is performed. When the electric vehicle is driving on a slightly bumpy road, the wheel is impacted and transmitted to the shock absorber 1 through the second hinge block 52, the lower fixing plate 51, and the adjusting cylinder 4. This causes the shock absorber rod 2 to move axially downward along the through hole of the limiting plate 11. The piston head 21 simultaneously squeezes the hydraulic oil downward, and the hydraulic oil generates damping force to initially offset the impact energy.

[0034] like Figure 3As shown, when the shock absorber 2 moves downward, the sliding block on the connector 22 slides along the wave groove on the inner wall of the rotating cylinder 71. Guided by the inclined surface of the inverted V-shaped groove 73, it pushes the rotating cylinder 71 to rotate clockwise around the shock absorber 1. At this time, the rotating cylinder 71 drives the sliding plate 62 to move downward through the linkage rod 75. However, since the preload of the energy storage elastic element 9 is greater than the thrust, the sliding plate 62 remains stationary, and the sliding block is still locked in the first locking position 63, without switching gears, thus achieving the function of preventing accidental contact.

[0035] When the electric vehicle is traveling on a severely bumpy road, the downward stroke of the shock absorber 2 increases, and the thrust of the sliding block on the wave groove is enhanced. When the thrust is greater than the preload of the storage elastic element 9, the rotating cylinder 71 continues to rotate clockwise, and through the linkage rod 75, it drives the sliding plate 62 to move downward along the axis of the adjusting cylinder 4. The sliding block on the inner side of the sliding plate 62 slides from the first locking position 63 along the first curve 63 to the middle locking position 65, and the shock absorber spring 8 is further compressed, the compression amount increases, and the shock absorption effect becomes stiffer (switching to the middle gear).

[0036] During the rotation of the rotating cylinder 71, the ratchet groove 742 of the one-way stop wheel 741 slides along the inclined surface of the pawl 743, pushing the pawl 743 to swing around the hinge axis, and the elastic connecting member 745 is compressed; when the sliding block is engaged in the intermediate locking position 65, the rotating cylinder 71 stops rotating, and the pawl 743 is reset under the action of the elastic connecting member 745, and is engaged in the corresponding ratchet groove 742, locking the rotating cylinder 71 so that it cannot reverse, ensuring that the gear position is stable in the intermediate gear position.

[0037] If more severe bumps are encountered later, the above process is repeated. The sliding block slides from the middle locking position 65 along the second curve 64 to the second locking position 64 (the highest gear). The shock-absorbing spring 8 has the maximum compression and the strongest shock absorption effect, thus achieving another gear shift.

[0038] S3. Regardless of whether it is in the middle gear or the highest gear, if the shock absorber 2 returns to its original position, the sliding block slides along the vertical groove 72 of the wave groove. The rotating cylinder 71 tends to reverse, but the pawl 743's locking head and the vertical stop surface of the ratchet groove 742 of the one-way stop wheel 741 form a stop engagement, preventing the rotating cylinder 71 from reversing, thereby locking the position of the sliding plate 62 and preventing the gear from retracting.

[0039] S4. When the electric vehicle is traveling on a flat road and needs to be switched to the lowest gear, the rider manually presses the push block 762. The push block 762 drives the pawl 743 to swing around the hinge axis through the push rod 761. The pawl 743's locking head disengages from the ratchet groove 742 of the one-way stop wheel 741, releasing the one-way lock.

[0040] After the pawl 743 is unlocked, hold the adjusting cylinder 4 and rotate it counterclockwise. The sliding block on the inner side of the sliding plate 62 slides back from the current position along the curve of the sliding groove 61 to the first position 63. The shock-absorbing spring 8 returns to the minimum compression, and the shock absorption effect switches to the softest.

[0041] Release the push block 762, and the pawl 743 resets under the action of the elastic connector 745, re-engages into the ratchet groove 742 of the one-way stop wheel 741, restores the one-way locking function, and waits for the next automatic upshift trigger.

[0042] Therefore, the present invention adopts the above-mentioned electric vehicle shock absorption device. Through the power drive component and multi-gear design, it automatically switches to the highest gear when quickly passing over speed bumps, increasing the compression and support force of the shock absorption spring and solving the problem of insufficient support. The hydraulic damping and spring work together to fully absorb the impact energy, while the energy storage elastic element slows down the reset speed, preventing the rider from leaving the seat and improving comfort.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A shock absorption device for electric vehicles, characterized in that: It includes a shock absorber and a shock absorber rod. The top of the shock absorber rod is connected to an upper connecting assembly, the bottom of the shock absorber rod is connected to the inside of the shock absorber, the outside of the shock absorber is connected to an adjusting cylinder, and a lower connecting assembly is provided below the adjusting cylinder. An adjustment component is provided on the adjustment cylinder, and the adjustment component is connected to the power drive component, which is located outside the shock absorber cylinder. A shock-absorbing spring is provided between the adjustment component and the upper connecting component.

2. The electric vehicle shock absorption device according to claim 1, characterized in that: The shock absorber is filled with hydraulic oil, and a limit plate is provided inside the shock absorber. A through hole is provided at the center of the limit plate, and the through hole allows the shock absorber rod to move up and down.

3. The electric vehicle shock absorption device according to claim 2, characterized in that: The bottom end of the shock absorber rod is connected to a piston head, which is located below the limiting plate and slides relative to the inner wall of the shock absorber cylinder. The upper part of the shock absorber rod is provided with a connector, and the connector is provided with multiple sliding buttons, which are adapted to the power drive component.

4. The electric vehicle shock absorption device according to claim 3, characterized in that: The upper connecting assembly includes an upper fixing plate connected to the top of the shock absorber rod, a connecting sleeve is provided above the upper fixing plate, a connecting rod is connected inside the connecting sleeve, and a first hinge block is connected above the connecting rod.

5. The electric vehicle shock absorption device according to claim 4, characterized in that: The adjustment assembly includes a sliding groove and a sliding plate. Sliding blocks are symmetrically arranged on the inner side of the sliding plate. The sliding blocks are slidably connected in the sliding groove. There are two sliding grooves, which are centrally symmetrically opened on the outer wall of the adjustment cylinder. The sliding groove includes a first bend and a second bend. A first locking position is provided at one end of the first bend, a second locking position is provided at the end of the second bend, and an intermediate locking position is provided between the second bend and the first bend.

6. The electric vehicle shock absorption device according to claim 5, characterized in that: The power drive assembly includes a rotating cylinder rotatably connected to the outer wall of the shock absorber. The inner wall of the rotating cylinder is provided with a wave groove, which includes several sets of vertical grooves and inverted V-shaped grooves connected vertically. Both the inverted V-shaped groove and the vertical groove are adapted to the sliding button; A one-way limiting component is also provided below the rotating cylinder.

7. The electric vehicle shock absorption device according to claim 6, characterized in that: The one-way limiting component includes a one-way stop wheel disposed outside the shock absorber cylinder. The one-way stop wheel has a ratchet groove inside, and a pawl is disposed in the ratchet groove. A receiving groove is opened on the outer wall of the shock absorber cylinder. One end of the pawl is rotatably connected to one end of the receiving groove, and the other end of the pawl is connected to the other end of the receiving groove through an elastic connector. A reset unit is disposed on the pawl. The one-way stop wheel has two symmetrical through holes on both sides. Two connecting rods pass through the two through holes respectively. One end of each connecting rod is fixedly connected to the bottom of the rotating cylinder, and the other end of each connecting rod passes through the sliding plate and is slidably connected to the sliding plate.

8. The electric vehicle shock absorption device according to claim 7, characterized in that: The reset unit includes a connecting groove formed at one end of the pawl, a push rod fixedly connected in the connecting groove, the push rod being configured with an L-shaped structure, and a push block being provided at the free end of the push rod.

9. The electric vehicle shock absorption device according to claim 8, characterized in that: The lower connecting assembly includes a lower fixing plate connected to the lower end of the adjusting cylinder, and a second hinge block is fixedly connected below the lower fixing plate.

10. The electric vehicle shock absorption device according to claim 9, characterized in that: A force-storing elastic element is provided between the lower fixed plate and the sliding plate. An annular boss is provided below the sliding plate, and an annular step is provided above the lower fixed plate. The lower end of the force-storing elastic element abuts against the annular step, and the upper end of the force-storing elastic element abuts against the annular boss.

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