A low-speed automatic driving trolley wheel damping suspension assembly

Abstract

This invention discloses a wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle, including a vehicle frame. A partition plate is fixedly installed at the bottom edge of the inner wall of the vehicle frame, and a control module is fixedly installed at the top of the partition plate. An oil reservoir is fixedly installed in the middle of the bottom surface of the inner wall of the vehicle frame. A support assembly is installed on one side of the top of the partition plate, which supports and lifts the entire vehicle frame. Adjustment assemblies are installed at both sides of the bottom edge of the inner wall of the vehicle frame, which are used to adjust the wheel spacing when the vehicle frame is in motion. By setting the adjustment assemblies, this invention can flexibly adjust the wheel spacing according to the actual driving scenario and operational requirements of the low-speed autonomous driving vehicle, achieving full-scenario adaptation and meeting the diverse driving needs of the low-speed autonomous driving vehicle.

Description

Technical Field

[0001] This invention relates to the field of wheel shock absorption technology, and more particularly to a wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle. Background Technology

[0002] Low-speed autonomous vehicles typically refer to vehicles with a maximum design speed of less than 45 km / h and L4 or higher autonomous driving capabilities. Low-speed autonomous vehicles have a wide range of applications and are in the stage of rapid commercialization. Compared with high-speed autonomous driving, low-speed autonomous driving is considered one of the most commercially valuable autonomous driving fields due to its relatively closed scenarios, low speed, and rapid technology deployment. Existing low-speed autonomous vehicles lack wheel track adjustment functionality or have poor adjustment effects, resulting in poor scene adaptability. Most low-speed autonomous vehicles adopt a fixed wheel track design, making it difficult to flexibly adjust the wheel spacing according to changes in driving scenarios. When driving on narrow roads, they are prone to collisions with obstacles on both sides, resulting in insufficient passability. At the same time, the shock absorption function of existing low-speed autonomous vehicles mostly relies on a single spring or rubber pad, without forming a multi-stage closed-loop shock absorption structure, which affects driving smoothness and vehicle posture stability.

[0003] Therefore, how to provide a wheel shock absorption suspension assembly for a low-speed autonomous vehicle is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] One objective of this invention is to provide a wheel shock absorption suspension assembly for a low-speed autonomous vehicle. By setting an adjustment component, this invention can flexibly adjust the wheel spacing according to the actual driving scenario and operational requirements of the low-speed autonomous vehicle, achieving full-scenario adaptation and meeting the diverse driving needs of the low-speed autonomous vehicle.

[0005] According to an embodiment of the present invention, a wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle includes a vehicle frame, a partition plate fixedly installed at the bottom of the inner wall of the vehicle frame, a control module fixedly installed at the top of the partition plate, and an oil reservoir fixedly installed at the middle of the bottom surface of the inner wall of the vehicle frame. A support assembly is installed on one side of the top of the partition plate, and the support assembly is used to support and lift the entire vehicle frame. An adjustment assembly is installed at both sides of the bottom end of the inner wall of the vehicle frame. The adjustment assembly is used to adjust the wheel spacing when the vehicle frame is in motion. Shock-absorbing components are installed on both sides of the bottom surface of the inner wall of the vehicle frame. These components are used to dampen the wheels when the vehicle frame is in motion.

[0006] Furthermore, the support assembly includes a motor, which is fixedly installed on the top of the partition plate. The number of motors is set to two sets, and the two sets of motors are symmetrically arranged and installed on the top surface of the partition plate.

[0007] Furthermore, the support assembly also includes a rotating rod, which is rotatably mounted at one edge of the partition plate. The number of rotating rods is set to two sets, which are symmetrically arranged at both ends of the partition plate. A set of bevel gears is mounted on the middle surface of the rotating rod. One set of bevel gears in the set of bevel gears is sleeved on the surface of the rotating rod, and the other set of bevel gears in the set of bevel gears is mounted at one end of the motor. A set of bevel gears is mounted at both ends of the rotating rod. The number of sets of bevel gears is set to two, and the two sets of bevel gears are symmetrically arranged at both ends of the rotating rod.

[0008] Furthermore, one set of bevel gears in the second bevel gear set is installed at one end of the rotating rod, and another set of bevel gears in the second bevel gear set is installed at the bottom end of the screw rod. The screw rod is rotatably installed at one edge of the partition plate. A support base is threaded onto the surface of the screw rod, and an anti-slip pad is fixedly installed on the bottom surface of the support base.

[0009] Furthermore, the adjustment component includes a second motor, which is fixedly installed on the top of the oil tank. The number of the second motors is set to two sets, and both sets of the second motors are fixedly installed on the top of the oil tank.

[0010] Furthermore, the regulating assembly also includes a liquid storage tank. A screw 2 is rotatably installed inside the internal cavity of the liquid storage tank. One end of the liquid storage tank portion of the screw 2 is connected to a motor 2. A piston disc 1 is sleeved on the outer surface of the screw 2. The piston disc 1 slides inside the internal cavity of the liquid storage tank. A one-way valve is installed through one end of the liquid storage tank. The number of one-way valves is set to two sets. One set of one-way valves is connected to an oil tank through a hose. The other set of one-way valves is connected to a diverter valve through one end. The diverter valve is connected to two sets of inlet tanks through hoses respectively.

[0011] Furthermore, the regulating assembly also includes a liquid inlet tank, one end of which is connected to a control valve, and the other end of which is connected to an oil storage tank. A spring is elastically installed on one side of the inner wall of the liquid inlet tank, and one end of the spring is elastically connected to a piston disc. One end of the piston disc extends out of the liquid inlet tank and is connected to a wheel assembly. Two sets of shock-absorbing springs are elastically installed on one side of the wheel assembly, and the top of each shock-absorbing spring is movably connected to one end of a force-bearing rod.

[0012] Furthermore, the shock absorption assembly includes limit rods, and the number of limit rods is set to multiple sets. All sets of limit rods are fixedly installed on both sides of the bottom surface of the inner wall of the vehicle frame. A sliding base is slidably sleeved on the surface of the limit rod, and a shock absorption spring is elastically installed on the top surface of the sliding base. The number of shock absorption springs is set to two sets.

[0013] Furthermore, a connecting arm plate is elastically connected to the top of the shock-absorbing spring, a force-bearing rod is fixedly installed on one side of the connecting arm plate, a rubber force-bearing bladder is fixedly installed at the top of the sliding base, the top of the rubber force-bearing bladder is in close contact with the bottom surface of the connecting arm plate, the rubber force-bearing bladder is made of polyurethane rubber, a shock-absorbing plate is installed at the bottom of the inner wall of the rubber force-bearing bladder, the overall structure of the shock-absorbing plate is a honeycomb structure, and the material of the shock-absorbing plate is glass fiber reinforced plastic.

[0014] Furthermore, the bottom end of the rubber pressure bag is connected to a shock absorber via a flexible hose. The shock absorber is fixedly installed on the bottom surface of the inner wall of the vehicle frame. A second spring is elastically installed inside the cavity of the shock absorber, and a piston disc is elastically connected to one end of the second spring.

[0015] The beneficial effects of this invention are: This invention utilizes a support assembly with two sets of motors, rotating rods, bevel gear sets, and a second set of bevel gears to achieve synchronous rotation of multiple screws. This allows for switching between sliding states of multiple support bases in the vertical direction, enabling synchronous lifting of the support bases. The synchronous rotation of the two sets of motors, rotating rods, bevel gear sets ensures uniform support force when lifting the vehicle. Combined with the adjustment assembly, this creates efficient synergy. During wheel track adjustment, the support assembly quickly lifts the vehicle, lifting the wheels off the ground and preventing friction between the wheels and the ground from hindering the adjustment assembly's operation. This ensures smooth wheel track adjustment without the need for additional vehicle fixation, simplifying the overall wheel track adjustment process, improving work efficiency, and achieving seamless integration of support and adjustment. Furthermore, it facilitates equipment inspection and tire replacement during vehicle maintenance. Anti-slip pads at the bottom of the support bases ensure stability when in contact with the ground, enhancing the safety and convenience of adjustment and maintenance. This invention utilizes an adjustment assembly, employing the coordinated linkage of two sets of motors, a screw, a piston disc, and a one-way valve, to achieve smooth oil exchange between the storage tank and the oil reservoir. Simultaneously, the rational arrangement of the two sets of one-way valves effectively prevents oil backflow, ensuring stable oil delivery. A diversion valve evenly distributes oil to the two inlet tanks, ensuring synchronized oil supply to both tanks. This, in turn, drives the piston disc and wheel assembly to slide synchronously. The adjustment process is smooth and shock-free, precisely adapting to the wheelbase requirements of different driving scenarios. In actual vehicle use, the wheelbase can be flexibly adjusted according to the actual driving scenarios and operational needs of the low-speed autonomous driving vehicle, particularly when driving on narrow roads. Reducing the wheel spacing improves vehicle passability and prevents collisions between wheels and obstacles on both sides. Meanwhile, increasing the wheel spacing improves lateral stability when driving on wide roads or turning, reducing the risk of cornering and enabling full-scenario adaptability to meet the diverse driving needs of low-speed autonomous vehicles. At the same time, the two sets of shock-absorbing springs installed on one side of the wheel assembly can first absorb the vibrations generated by road bumps during wheel travel, achieving initial shock absorption. Meanwhile, the shock-absorbing springs are movably connected to the force rod of the shock-absorbing assembly to transmit the vibrations that are not fully absorbed to the shock-absorbing assembly for further buffering and energy dissipation, reducing the impact of vibrations on the vehicle body and on-board equipment, and effectively improving the smoothness of vehicle driving. This invention utilizes a shock-absorbing assembly, employing the synergistic action of shock-absorbing springs, polyurethane rubber pressure-bearing cells, shock-absorbing plates, shock-absorbing barrels, spring two, and piston disc three to form a multi-stage closed-loop shock-absorbing structure. This achieves the progressive absorption, conduction, and dissipation of vibrations. Specifically, the shock-absorbing springs initially absorb road impacts; the rubber pressure-bearing cells, leveraging the high elasticity of polyurethane rubber, absorb mid-to-high frequency micro-vibrations; the honeycomb-shaped shock-absorbing plates, through their porous structure, uniformly disperse stress, further absorbing energy from the rubber pressure-bearing cells; and the shock-absorbing barrel, in conjunction with spring two and piston disc three, forms a hydraulic damping buffer, absorbing significant vibrations. The impact is reduced, further reducing the amplitude of vehicle body vibration and improving driving smoothness. At the same time, the rubber stress bag is made of high-elasticity polyurethane rubber, which has excellent fatigue resistance, wear resistance and deformation recovery ability. It can maintain stable performance under long-term high-frequency vibration and impact loads and is not easy to age or break. The honeycomb damping plate is made of glass fiber reinforced plastic, which has the characteristics of being lightweight and high-strength, with uniform stress distribution and excellent damping performance. It is not easy to deform or be damaged, extending the service life of the damping components and ensuring the sustainability of the damping effect, which is suitable for the long-term continuous operation needs of low-speed autonomous driving vehicles. Attached Figure Description

[0016] 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 1This is a schematic diagram of the wheel shock absorption suspension assembly structure of a low-speed autonomous driving vehicle proposed in this invention. Figure 2 This is a partial cross-sectional structural diagram of the wheel shock absorption suspension assembly of a low-speed autonomous driving vehicle proposed in this invention.

[0017] Figure 3 This is a schematic diagram of the wheel shock absorption suspension component support structure of a low-speed autonomous driving vehicle proposed in this invention.

[0018] Figure 4 This is a schematic diagram of the supporting component of the wheel shock absorption suspension assembly of a low-speed autonomous driving vehicle proposed in this invention.

[0019] Figure 5 This is a schematic diagram of the support base and anti-slip pad structure in the wheel shock absorption suspension assembly support component of a low-speed autonomous driving vehicle proposed in this invention.

[0020] Figure 6 This is a schematic diagram of the structure of a wheel shock absorption suspension assembly adjustment component of a low-speed autonomous driving vehicle proposed in this invention.

[0021] Figure 7 This is a schematic cross-sectional view of the wheel shock absorption suspension assembly adjustment component of a low-speed autonomous driving vehicle proposed in this invention.

[0022] Figure 8 This is a schematic diagram of the wheel shock absorption suspension assembly adjustment component structure of a low-speed autonomous driving vehicle proposed in this invention.

[0023] Figure 9 This is a schematic diagram of the linkage structure of the wheel shock absorption suspension assembly adjustment component and the shock absorption assembly of a low-speed autonomous driving vehicle proposed in this invention.

[0024] Figure 10 This is a schematic diagram of the shock absorption component structure of a wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle proposed in this invention.

[0025] Figure 11 This is a schematic diagram of the shock absorption component of a wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle proposed in this invention.

[0026] Figure 12 This is a schematic diagram of the shock absorber, spring 2, and piston disc 3 in the wheel shock absorption suspension assembly of a low-speed autonomous driving vehicle proposed in this invention.

[0027] In the diagram: 1. Vehicle frame; 2. Partition plate; 3. Control module; 4. Fuel tank; 5. Support components; 51. Motor 1; 52. Rotating rod; 53. Bevel gear set 1; 54. Bevel gear set 2; 55. Screw 1; 56. Support base; 57. Anti-slip pad; 6. Adjustment assembly; 61. Motor II; 62. Liquid storage tank; 63. Screw II; 64. Piston disc I; 65. Check valve; 66. Diverter valve; 67. Inlet tank; 68. Control valve; 69. Spring I; 610. Piston disc II; 611. Wheel assembly; 612. Shock absorber spring assembly; 7. Shock absorber assembly; 70. Limiting rod; 71. Sliding base; 72. Shock absorber spring; 73. Connecting arm plate; 74. Force rod; 75. Rubber force-bearing bladder; 76. Shock absorber plate; 77. Shock absorber barrel; 78. Spring II; 79. Piston disc III. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0029] refer to Figure 1-12 The vehicle frame 1 includes a partition plate 2 fixedly installed at the bottom of the inner wall of the vehicle frame 1, a control module 3 fixedly installed at the top of the partition plate 2, and an oil tank 4 fixedly installed in the middle of the bottom surface of the inner wall of the vehicle frame 1. A support assembly 5 is installed on one side of the top of the partition panel 2. The support assembly 5 is used to support and lift the entire vehicle frame 1. An adjustment component 6 is installed on both sides of the bottom end of the inner wall of the vehicle frame 1. The adjustment component 6 is used to adjust the wheel spacing of the vehicle frame 1 when it is in motion. Shock-absorbing components 7 are installed on both sides of the bottom surface of the inner wall of the vehicle frame 1. The shock-absorbing components 7 are used to dampen the wheels of the vehicle frame 1 when it is in motion.

[0030] In this implementation scheme, by setting up the support component 5, the vehicle can be quickly lifted up, so that the wheel component 611 is lifted off the ground. This avoids the friction between the wheel and the ground from hindering the operation of the adjustment component 6, simplifies the overall process of wheel track adjustment, improves work efficiency, and achieves seamless connection between support and adjustment. By setting up the adjustment component 6, the wheel track can be flexibly adjusted according to the actual driving scenario and work requirements of the low-speed autonomous driving vehicle in actual use. By setting up the shock absorption component 7, a multi-level closed-loop shock absorption structure is formed to achieve the gradual absorption, transmission and dissipation of vibration.

[0031] refer to Figure 3 , Figure 4 and Figure 5The support assembly 5 includes a motor 51, which is fixedly installed on the top of the partition plate 2. Two sets of motors 51 are symmetrically arranged on the top surface of the partition plate 2. The support assembly 5 also includes a rotating rod 52, which is rotatably installed at one edge of the partition plate 2. Two sets of rotating rods 52 are symmetrically arranged at both edges of the partition plate 2. A bevel gear set 53 is installed on the middle surface of the rotating rod 52. One set of bevel gears in the bevel gear set 53 is sleeved on the surface of the rotating rod 52. Another set of bevel gears in group 53 is installed at one end of motor 51. Both ends of the rotating rod 52 are equipped with bevel gear group 2 54. The number of bevel gear group 2 54 is set to two sets. The two sets of bevel gear group 2 54 are symmetrically arranged at both ends of the rotating rod 52. One set of bevel gears in bevel gear group 2 54 is installed at one end of the rotating rod 52. The bottom end of the other set of bevel gears in bevel gear group 2 54 is equipped with screw 1 55. Screw 1 55 is rotatably installed at one edge of the partition plate 2. The surface of screw 1 55 is threaded with a support base 56. The bottom surface of the support base 56 is fixedly installed with an anti-slip pad 57.

[0032] Control module 3 controls motor 51 to start. After motor 51 starts, it drives the input end of bevel gear set 53 to rotate synchronously. At the same time, the output end of bevel gear set 53 rotates synchronously. At the same time, the output end of bevel gear set 53 rotates synchronously, driving the rotating rod 52 to rotate synchronously. At the same time, the rotating rod 52 rotates synchronously, driving the input ends of two sets of bevel gear sets 54 to rotate synchronously. At the same time, the output ends of bevel gear sets 54 rotate synchronously, driving the screw 55 to rotate synchronously. Under the rotation of screw 55, the support base 56 threaded on the surface of screw 55 slides downward along the direction of screw 55. At the same time, the anti-slip pad 57 at the bottom moves closer to and touches the ground. Through the synchronous sliding effect of multiple sets of support bases 56, a support point is formed at the bottom of the autonomous driving vehicle, causing the bottom of the wheel assembly 611 in the autonomous driving vehicle to disengage from the ground.

[0033] In this implementation scheme, the synchronous rotation of multiple screws 55 is achieved through the rotational coordination between two sets of motors 51, rotating rods 52, bevel gear set 53, and bevel gear set 54. This enables the switching of multiple support bases 56 in the vertical sliding state, thereby achieving synchronous lifting operation of multiple support bases 56. The synchronous rotational coordination between the two sets of motors 51, rotating rods 52, bevel gear set 53, and bevel gear set 54 ensures uniform support force when multiple support bases 56 lift and support the vehicle.

[0034] refer to Figure 6 , Figure 7, Figure 8 and Figure 9 The regulating component 6 includes a second motor 61, which is fixedly installed on the top of the oil reservoir 4. Two sets of motors 61 are provided, both fixedly installed on the top of the oil reservoir 4. The regulating component 6 also includes a liquid storage tank 62. A second screw 63 is rotatably installed inside the internal cavity of the liquid storage tank 62. One end of the screw 63 extending out of the liquid storage tank 62 is connected to the second motor 61. A piston disc 64 is fitted onto the outer surface of the screw 63, sliding within the internal cavity of the liquid storage tank 62. A one-way valve 65 is installed through one end of the liquid storage tank 62. Two sets of one-way valves 65 are provided, one of which is connected to the oil reservoir 4 via a hose. The two sets of one-way valves 65 are connected in a continuous manner. One end of the other set of one-way valves 65 is connected to a diverter valve 66. The diverter valve 66 is connected to the two sets of inlet tanks 67 through hoses. The regulating assembly 6 also includes an inlet tank 67. One end of the inlet tank 67 is connected to a control valve 68. One end of the control valve 68 is connected to the oil storage tank 4. A spring 69 is elastically installed on one side of the inner wall of the inlet tank 67. One end of the spring 69 is elastically connected to a piston disc 610. One end of the piston disc 610 extends out of the inlet tank 67 and is connected to a wheel assembly 611. Two sets of shock-absorbing springs 612 are elastically installed on one side of the wheel assembly 611. The top of the shock-absorbing springs 612 is movably connected to one end of the force rod 74.

[0035] Control module 3 controls the two sets of motors 61 to start. After the motors 61 start, they drive the screw 63 to rotate synchronously. Under the rotation of the screw 63, the piston disc 64, which is threaded on the surface of the screw 63, slides along the direction of the screw 63. The piston disc 64 slides and draws in the liquid storage tank 62. Under the drawing action of the piston disc 64, the oil stored in the oil storage tank 4 is drawn into the liquid storage tank 62 through one of the one-way valves 65. When the oil fills the reservoir 62, the motor 61 stops and restarts, driving the screw 63 to rotate synchronously in the opposite direction. Under the reverse rotation of the screw 63, the piston disc 64, which is threaded onto the surface of the screw 63, slides in the opposite direction along the screw 63. The piston disc 64 slides and squeezes inside the reservoir 62. Under the squeezing action of the piston disc 64, the oil stored in the reservoir 62 is squeezed through another set of one-way valves 65 to the diversion valve 66, and then enters the inlet tank 67 through the diversion action of the diversion valve 66. As the oil continues to enter the inlet tank 67, it pushes the piston disc 610 to slide along the inlet tank 67. While the piston disc 610 slides, it pushes the spring 69 to contract. At the same time, the sliding action of the piston disc 610 drives the wheel assembly 611 to slide out, increasing the distance between the two sets of adjacent wheel assemblies 611, thereby achieving the effect of adjusting the wheel spacing of the autonomous driving vehicle.

[0036] In this implementation scheme, the coordinated operation of two sets of motors 61, screws 63, piston discs 64, and check valves 65 enables smooth oil exchange between the storage tank 62 and the oil tank 4. Simultaneously, the rational arrangement of the two check valves 65 effectively prevents oil backflow, ensuring stable oil delivery. The diversion valve 66 evenly distributes the oil to the two inlet tanks 67, ensuring synchronized oil supply to both tanks, thereby driving the piston disc 610 and wheel assembly 611 to slide synchronously. This allows for precise adaptation to different driving scenarios and wheel spacing requirements. In actual vehicle use, the wheel spacing can be flexibly adjusted according to the actual driving scenarios and operational needs of the low-speed autonomous driving vehicle.

[0037] refer to Figure 10 , Figure 11 and Figure 12 The shock absorber assembly 7 includes limit rods 70, and multiple sets of limit rods 70 are provided. All sets of limit rods 70 are fixedly installed on both sides of the bottom surface of the inner wall of the vehicle frame 1. A sliding base 71 is slidably fitted onto the surface of the limit rods 70. Two sets of shock absorber springs 72 are elastically installed on the top surface of the sliding base 71. A connecting arm plate 73 is elastically connected to the top of each shock absorber spring 72. A force-bearing rod 74 is fixedly installed on one side of the connecting arm plate 73. A rubber force-bearing bladder 75 is fixedly installed on the top of the sliding base 71. The top end is in close contact with the bottom surface of the connecting arm plate 73. The rubber force-bearing bladder 75 is made of polyurethane rubber. A damping plate 76 is installed on the bottom of the inner wall of the rubber force-bearing bladder 75. The damping plate 76 has a honeycomb structure and is made of glass fiber reinforced plastic. A damping barrel 77 is connected to the bottom of the rubber force-bearing bladder 75 through a hose. The damping barrel 77 is fixedly installed on the bottom surface of the inner wall of the vehicle frame 1. A second spring 78 is elastically installed in the cavity inside the damping barrel 77. One end of the second spring 78 is elastically connected to a third piston disc 79.

[0038] During the operation of the autonomous vehicle, when the wheel assembly 611 moves and generates vibration, the vibration is initially damped by the shock-absorbing spring assembly 612 on one side of the wheel assembly 611. At the same time, the vibration received by the shock-absorbing spring assembly 612 is transmitted through the connecting arm plate 73, the force rod 74, and the rubber force-receiving bladder 75. Meanwhile, a shock-absorbing spring 72 and a rubber force-receiving bladder 75 are specially installed in the space between the sliding base 71 and the connecting arm plate 73. By installing a shock-absorbing plate 76 in the internal cavity of the rubber force-receiving bladder 75, the honeycomb structure of the shock-absorbing plate 76 is used to uniformly absorb the vibration received by the rubber force-receiving bladder 75. Through the connection effect of the oil between the rubber force-receiving bladder 75 and the shock-absorbing barrel 77, the vibration received by the rubber force-receiving bladder 75 is further absorbed and dissipated. At the same time, a second spring 78 and a third piston disc 79 are elastically installed in the internal cavity of the shock-absorbing barrel 77. The elastic potential energy of the second spring 78 continuously squeezes the oil in the shock-absorbing barrel 77 and absorbs energy a second time through the elastic potential energy of the second spring 78.

[0039] In this implementation scheme, by setting up the synergistic effect of shock-absorbing spring 72, polyurethane rubber force-bearing bag 75, shock-absorbing plate 76, shock-absorbing barrel 77, spring two 78 and piston disc three 79, a multi-stage closed-loop shock absorption structure is formed, realizing the gradual absorption, transmission and dissipation of vibration, greatly reducing the amplitude of vehicle body vibration and improving driving smoothness.

[0040] Working principle: In actual use, the operator can first ensure that the autonomous vehicle is in a horizontal state before the autonomous vehicle starts transportation work, according to the actual load of the autonomous vehicle. Then, the operator controls the motor 51 to start through the control module 3. After the motor 51 starts, it drives the input end of the bevel gear set 53 to rotate synchronously. At the same time as the input end of the bevel gear set 53 rotates, the output end of the meshing bevel gear set 53 rotates synchronously. While the output end of bevel gear set 53 rotates, it drives the rotating rod 52 to rotate synchronously. While the rotating rod 52 rotates, it drives the input ends of the two sets of bevel gear sets 54 to rotate synchronously. While the input ends of bevel gear set 54 rotate, the output ends of bevel gear set 54 mesh and rotate synchronously. While the output ends of bevel gear set 54 rotate, it drives the screw 55 to rotate synchronously. Under the rotation of screw 55, the support base 56 threaded on the surface of screw 55 slides downward along the direction of screw 55. While the support base 56 slides, it drives the anti-slip pad 57 at the bottom to approach and contact the ground. Through the synchronous sliding effect of multiple sets of support bases 56, a support point is formed at the bottom of the autonomous driving vehicle, so that the bottom end of the wheel assembly 611 in the autonomous driving vehicle is separated from the ground. Subsequently, the control module 3 controls the two sets of motors 61 to start. After the motors 61 start, they drive the screws 63 to rotate synchronously. Under the rotation of the screws 63, the piston disc 64, which is threaded on the surface of the screws 63, slides along the direction of the screws 63. The piston disc 64 slides and draws in the liquid storage tank 62. Under the drawing action of the piston disc 64, the oil stored in the oil storage tank 4 is drawn into the liquid storage tank 62 through one of the one-way valves 65. When the oil fills the reservoir 62, the motor 61 stops and restarts, driving the screw 63 to rotate synchronously in the opposite direction. Under the reverse rotation of the screw 63, the piston disc 64, which is threaded onto the surface of the screw 63, slides in the opposite direction along the screw 63. The piston disc 64 slides and squeezes inside the reservoir 62. Under the squeezing action of the piston disc 64, the oil stored in the reservoir 62 is squeezed through another set of one-way valves 65 to the diversion valve 66, and then enters the inlet tank 67 through the diversion action of the diversion valve 66. As the oil continues to enter the inlet tank 67, it pushes the piston disc 610 to slide along the inlet tank 67. While the piston disc 610 slides, it pushes the spring 69 to contract. At the same time, the sliding action of the piston disc 610 drives the wheel assembly 611 to slide out, increasing the distance between the two sets of adjacent wheel assemblies 611, thereby achieving the effect of adjusting the wheel spacing of the autonomous driving vehicle. While the piston disc 610 drives the wheel assembly 611 to slide, the wheel assembly 611, through the connection between the connecting arm plate 73, the shock absorber spring 72 and the sliding base 71, drives the sliding base 71 to slide along the direction of the limit rod 70. Subsequently, the motor 51 is started by the control module 3. After the motor 51 starts, it drives the input end of the bevel gear set 53 to rotate synchronously in the opposite direction. At the same time as the input end of the bevel gear set 53 rotates in the opposite direction, the output end of the bevel gear set 53 meshes and rotates synchronously in the opposite direction. While the output end of bevel gear set 53 rotates in the reverse direction, it drives the rotating rod 52 to rotate in the reverse direction synchronously. While the rotating rod 52 rotates in the reverse direction, it drives the input ends of the two sets of bevel gear sets 54 to rotate in the same direction. While the input ends of bevel gear set 54 rotate, they mesh with the output ends of bevel gear set 54 to rotate in the same direction. While the output ends of bevel gear set 54 rotate, they drive the screw 55 to rotate in the reverse direction synchronously. Under the action of the reverse rotation of screw 55, the support base 56 threaded on the surface of screw 55 slides back to its original position in the reverse direction along screw 55. While the support base 56 slides, it drives the anti-slip pad 57 at the bottom to detach from the ground. Through the synchronous reverse sliding effect of multiple sets of support bases 56, the bottom end of the wheel assembly 611 in the autonomous driving vehicle is restored to contact with the ground. Subsequently, control module 3 controls the autonomous vehicle to travel along a preset route. During the autonomous vehicle's travel, when the wheel assembly 611 moves and generates vibration, the vibration is initially damped by the shock-absorbing spring assembly 612 on one side of the wheel assembly 611. Simultaneously, the vibration received by the shock-absorbing spring assembly 612 is transmitted through the connecting arm plate 73, the force-bearing rod 74, and the rubber force-bearing bladder 75. Furthermore, a shock-absorbing spring 72 and a rubber force-bearing bladder 75 are specially installed in the space between the sliding base 71 and the connecting arm plate 73 to transmit the vibration through the rubber... A damping plate 76 is installed inside the cavity of the force-bearing bladder 75. The honeycomb structure of the damping plate 76 is used to uniformly absorb the vibrations received by the rubber force-bearing bladder 75. Through the connection effect of the oil between the rubber force-bearing bladder 75 and the damping barrel 77, the vibrations received by the rubber force-bearing bladder 75 are further absorbed and dissipated. At the same time, a second spring 78 and a third piston disc 79 are elastically installed inside the cavity of the damping barrel 77. The elastic potential energy of the second spring 78 continuously squeezes the oil inside the damping barrel 77 and absorbs energy a second time through the elastic potential energy of the second spring 78. Similarly, when the wheel spacing of the autonomous vehicle needs to be reset, the control module 3 activates the control valve 68 to open, forming a through passage between the liquid inlet 67 and the oil storage tank 4. The spring 69 in the liquid inlet 67 is released and extended. As the spring 69 extends, it pushes the piston disc 610 to slide in the opposite direction along the inner wall of the liquid inlet 67. While the piston disc 610 slides, it continuously squeezes the oil in the liquid inlet 67 and squeezes the oil back into the oil storage tank 4 through the control valve 68. At the same time, the piston disc 610 drives the wheel assembly 611 to slide in the opposite direction. Through the connection between the connecting arm plate 73, the shock absorber spring 72 and the sliding base 71, the wheel assembly 611 drives the sliding base 71 to slide in the opposite direction along the limit rod 70 to reset, so that the wheel spacing of the autonomous vehicle is restored to the initial state.

[0041] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle, characterized in that, The vehicle includes a vehicle frame (1), a partition plate (2) is fixedly installed at the bottom of the inner wall of the vehicle frame (1), a control module (3) is fixedly installed at the top of the partition plate (2), and an oil tank (4) is fixedly installed in the middle of the bottom surface of the inner wall of the vehicle frame (1). A support assembly (5) is installed on one side of the top of the partition plate (2), and the support assembly (5) is used to support and lift the entire vehicle frame (1); An adjustment assembly (6) is installed on both sides of the bottom end of the inner wall of the vehicle frame (1). The adjustment assembly (6) is used to adjust the wheel spacing of the vehicle frame (1) when it is in motion. Shock-absorbing components (7) are installed on both sides of the bottom surface of the inner wall of the vehicle frame (1). The shock-absorbing components (7) are used to dampen the wheels of the vehicle frame (1) when it is in motion.

2. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 1, characterized in that, The support component (5) includes a motor (51), which is fixedly installed on the top of the partition plate (2). The number of motors (51) is set to two sets, and the two sets of motors (51) are symmetrically arranged on the top surface of the partition plate (2).

3. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 1, characterized in that, The support assembly (5) also includes a rotating rod (52), which is rotatably installed at one edge of the partition plate (2). The number of the rotating rods (52) is set to two sets, and the two sets of rotating rods (52) are symmetrically arranged at both ends of the partition plate (2). A bevel gear set one (53) is installed on the middle surface of the rotating rod (52). One set of bevel gears in the bevel gear set one (53) is sleeved on the surface of the rotating rod (52). The other set of bevel gears in the bevel gear set one (53) is installed at one end of the motor one (51). A bevel gear set two (54) is installed at both ends of the rotating rod (52). The number of the bevel gear set two (54) is set to two sets, and the two sets of bevel gear set two (54) are symmetrically arranged at both ends of the rotating rod (52).

4. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 3, characterized in that, One set of bevel gears in the second bevel gear set (54) is installed at one end of the rotating rod (52). The bottom end of the other set of bevel gears in the second bevel gear set (54) is equipped with a screw rod (55). The screw rod (55) is rotatably installed at one edge of the partition plate (2). A support base (56) is threaded on the surface of the screw rod (55). An anti-slip pad (57) is fixedly installed on the bottom surface of the support base (56).

5. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 1, characterized in that, The adjustment component (6) includes a second motor (61), which is fixedly installed on the top of the oil tank (4). The number of the second motors (61) is set to two sets, and both sets of the second motors (61) are fixedly installed on the top of the oil tank (4).

6. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 1, characterized in that, The regulating component (6) also includes a liquid storage tank (62). A screw (63) is rotatably installed inside the internal cavity of the liquid storage tank (62). One end of the extension of the screw (63) into the liquid storage tank (62) is connected to a motor (61). A piston disc (64) is sleeved on the outer surface of the screw (63). The piston disc (64) slides inside the internal cavity of the liquid storage tank (62). A one-way valve (65) is installed through one end of the liquid storage tank (62). The number of one-way valves (65) is set to two sets. One of the two sets of one-way valves (65) is connected to the oil tank (4) through a hose. The other set of one-way valves (65) is connected to a diverter valve (66) through one end. The diverter valve (66) is connected to two sets of inlet tanks (67) through hoses respectively.

7. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 1, characterized in that, The regulating component (6) also includes an inlet tank (67), one end of which is connected to a control valve (68), and the other end of which is connected to an oil storage tank (4). A spring (69) is elastically installed on one side of the inner wall of the inlet tank (67), and one end of the spring (69) is elastically connected to a piston disc (610). One end of the piston disc (610) extends out of the inlet tank (67) and is connected to a wheel assembly (611). Two sets of shock-absorbing springs (612) are elastically installed on one side of the wheel assembly (611), and the top of the shock-absorbing springs (612) is movably connected to one end of a force rod (74).

8. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 1, characterized in that, The shock absorption assembly (7) includes a limit rod (70), and the number of the limit rods (70) is set to multiple sets. The multiple sets of the limit rods (70) are fixedly installed on both sides of the bottom surface of the inner wall of the vehicle frame (1). The surface of the limit rod (70) is slidably fitted with a sliding base (71), and the top surface of the sliding base (71) is elastically fitted with a shock absorption spring (72). The number of the shock absorption springs (72) is set to two sets.

9. The wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 8, characterized in that, The top of the shock-absorbing spring (72) is elastically connected to a connecting arm plate (73). A force-bearing rod (74) is fixedly installed on one side of the connecting arm plate (73). A rubber force-bearing bladder (75) is fixedly installed on the top of the sliding base (71). The top of the rubber force-bearing bladder (75) is in close contact with the bottom surface of the connecting arm plate (73). The material of the rubber force-bearing bladder (75) is polyurethane rubber. A shock-absorbing plate (76) is installed on the bottom of the inner wall of the rubber force-bearing bladder (75). The overall structure of the shock-absorbing plate (76) is a honeycomb structure. The material of the shock-absorbing plate (76) is glass fiber reinforced plastic.

10. A wheel shock absorption suspension assembly for a low-speed autonomous driving vehicle according to claim 9, characterized in that, The bottom end of the rubber pressure bag (75) is connected to the shock absorber (77) through a hose. The shock absorber (77) is fixedly installed on the bottom surface of the inner wall of the vehicle frame (1). A second spring (78) is elastically installed in the cavity inside the shock absorber (77). One end of the second spring (78) is elastically connected to a third piston disc (79).

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