Shock absorber, suspension assembly and vehicle

Abstract

The invention discloses a shock absorber, a suspension assembly and a vehicle. The shock absorber comprises a motor and a cam. One end of the motor is connected with a vehicle body; the cam is connected with an output shaft of the motor, the cam is provided with a motion track suitable for being matched with the rolling body, and the rolling body is suitable for being connected with a wheel assembly; when the motor rotates, the rolling body moves in the movement track so as to change the distance between the wheel assembly and the vehicle body. By controlling the rotation angular speed of the cam, the road surface pit slots or obstacles of different sizes are matched with different damping values, namely, the road surface pit slots or obstacles of one size correspond to one damping value, and self-adaptive adjustment of the suspension assembly of the vehicle is achieved. Therefore, the problem that the driving smoothness and the handling stability of the vehicle are poor due to the fact that the suspension cannot be adjusted in a self-adaptive mode in the prior art is solved, and the driving experience feeling of a user is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a shock absorber, a suspension assembly and a vehicle. Background Art

[0002] The vehicle's suspension is a device that transmits the interaction force and torque between the vehicle body and the wheels. It can buffer the impact force transmitted to the frame or body by uneven roads. The suspension can transmit the force and torque of road feedback, attenuate wheel vibration, alleviate impact, improve the driver's driving experience, and enable the vehicle to obtain ideal movement characteristics and stable driving capabilities. The performance of the suspension system is a key component that affects the driving performance of the vehicle.

[0003] In the related art, shock absorption is performed by means of springs and ball screws, but this method is passive shock absorption, and the vehicle's driving smoothness and handling stability are poor, which reduces the user's driving experience. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to provide a shock absorber, a suspension assembly and a vehicle, wherein the suspension is actively and adaptively adjusted to improve the vehicle's driving smoothness and handling stability, thereby enhancing the user's driving experience.

[0005] A shock absorber according to an embodiment of a first aspect of the present invention includes: a motor and a cam.

[0006] One end of the motor is suitable for connecting to the vehicle body; The cam is connected to the output shaft of the motor, and a motion track suitable for cooperating with a rolling body is provided on the cam, and the rolling body is suitable for connecting with a wheel assembly; When the motor rotates, the rolling body moves in the moving track to change the distance between the wheel assembly and the vehicle body.

[0007] This embodiment uses a motor and a cam to replace the spring and ball screw in the related art, in other words, to replace the passive damping method, and by controlling the angular velocity of the cam, different sizes of road potholes or obstacles are matched with different damping values, that is, one size of road potholes or obstacles corresponds to one damping value, so as to achieve adaptive adjustment of the vehicle's suspension assembly. In this way, the problem that the suspension in the related art cannot be adaptively adjusted, resulting in poor driving smoothness and handling stability of the vehicle, thereby reducing the user's driving experience, is solved.

[0008] According to some embodiments of the present invention, the motion track is a curved track extending along the outer circumferential surface of the cam.

[0009] According to some embodiments of the present invention, the motor is coaxially arranged with the cam, one end of the motor is hinged to the vehicle body, and the output shaft of the motor is connected to the cam.

[0010] A suspension assembly according to an embodiment of the second aspect of the present invention comprises a wheel assembly and the shock absorber of the first aspect, wherein the wheel assembly is provided with a rolling body, and the wheel assembly is connected to a cam of the shock absorber via the rolling body.

[0011] According to some embodiments of the present invention, the wheel assembly includes a lower swing arm, the lower swing arm is provided with the rolling body, and the rolling body is arranged in a motion track on the cam.

[0012] According to some embodiments of the present invention, a protrusion is provided on the lower swing arm, and the rolling body is provided on the protrusion.

[0013] A vehicle according to an embodiment of a third aspect of the present invention comprises a vehicle body and the suspension assembly of the second aspect, wherein one end of the motor of the shock absorber is connected to the vehicle body.

[0014] According to some embodiments of the present invention, one end of the motor is connected to the vehicle body via a rocker arm structure.

[0015] According to some embodiments of the present invention, an axial extension direction of the output shaft of the motor forms an angle α with the vertical direction, and the angle α is an acute angle.

[0016] According to some embodiments of the present invention, the vehicle has a first operating mode. In the first operating mode, when the wheels of the vehicle bounce, the motor drives the cam to rotate to suppress the bounce of the wheels.

[0017] According to some embodiments of the present invention, in the first working mode, when the wheel bounces upward, the motor drives the cam to rotate, so that the cam suppresses the upward movement of the rolling body, thereby suppressing the upward bounce of the wheel; when the wheel bounces downward, the motor drives the cam to rotate, so that the cam suppresses the downward movement of the rolling body, thereby suppressing the downward bounce of the wheel.

[0018] According to some embodiments of the present invention, the vehicle further includes a sensor for acquiring road surface information ahead of the vehicle.

[0019] According to some embodiments of the present invention, the vehicle has a second operating mode. In the second operating mode, the vehicle controls the rotation of the motor based on the road surface information to adjust the distance between the wheel and the vehicle body.

[0020] According to some embodiments of the present invention, in the second working mode, when the road surface information is a raised road surface, the motor drives the cam to rotate, so that the cam drives the rolling body to move upward, thereby driving the wheel to move upward.

[0021] According to some embodiments of the present invention, in the second working mode, when the road surface information is a pothole road surface, the motor drives the cam to rotate, so that the cam drives the rolling body to move downward, and further drives the wheel to move downward.

[0022] According to some embodiments of the present invention, when the road surface information is a pothole road surface, the motor drives the cam to rotate, so that the cam drives the rolling body to move downward first and then upward, thereby driving the wheel to move downward first and then upward.

[0023] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a schematic diagram of an application scenario of a suspension assembly according to an embodiment of the present invention; Figure 2 Schematic diagram of a suspension assembly according to an embodiment of the present invention Figure 1 ; Figure 3 Schematic diagram of a suspension assembly according to an embodiment of the present invention Figure 2 ; Figure 4 is a flow chart of a suspension assembly control method for a vehicle according to an embodiment of the present invention; Figure 5 is a flow chart of obtaining the time for a wheel to pass over an obstacle or a pothole on a road surface according to an embodiment of the present invention; Figure 6 is a schematic diagram of a scene in which a wheel passes over an obstacle according to an embodiment of the present invention; Reference numerals: A motor 10, an output shaft 11, and one end 12 of the motor; Cam 20, motion track 21; Wheel assembly 30, wheel 31, lower swing arm 32, protrusion 321, upper swing arm 33, lower connecting member 34, upper connecting member 35; The vehicle body 40 , the rolling element 50 , and the rocker arm structure 60 . DETAILED DESCRIPTION

[0025] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0026] The disclosure below provides many different embodiments or examples to implement different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific processes and examples of materials, but those of ordinary skill in the art can be aware of the applicability of other processes and / or the use of other materials.

[0027] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0028] The shock absorber, suspension assembly and vehicle of the embodiment of the present application are described below with reference to the accompanying drawings. In response to the problems mentioned in the above background technology, the present application provides a shock absorber, which replaces the spring and ball screw in the related technology with a motor and a cam, in other words, replaces the passive shock absorption method, and controls the angular velocity of the cam so that road potholes or obstacles of different sizes are matched with different damping values, that is, a road pothole or obstacle of one size corresponds to a damping value, so as to realize adaptive adjustment of the suspension assembly of the vehicle. In this way, the problem that the suspension in the related technology cannot be adaptively adjusted, resulting in poor ride smoothness and handling stability of the vehicle, thereby reducing the driving experience of the user is solved.

[0029] Specifically, if Figure 1-Figure 3 An embodiment of the first aspect of the present invention provides a shock absorber, including: a motor 10 and a cam 20.

[0030] One end 12 of the motor 10 is adapted to be connected to a vehicle body 40 .

[0031] The cam 20 is connected to the output shaft 11 of the motor 10. The cam 20 is provided with a moving track 21 suitable for cooperating with the rolling body 50. The rolling body 50 is suitable for connecting with the wheel assembly 30. When the motor 10 rotates, the rolling body 50 moves in the moving track 21 to adjust the distance between the wheel assembly 30 and the vehicle body 40.

[0032] It should be noted that the cam 20 is provided with a moving track 21, and the rolling body 50 moves on the moving track 21. The rolling body 50 and the cam 20 can form a cylindrical cam mechanism. The moving track 21 is a curved track extending along the outer peripheral surface of the cam 20. The curved track can be a slide groove, so that the rolling body 50 is arranged in the moving track 21, and the rolling body 50 slides along the extension direction of the slide groove. The curved track can be a closed annular groove, or an arc groove. Among them, the rolling body 50 can be in sliding contact with the moving track 21, or in rolling contact.

[0033] Of course, it is understandable that the disc cam mechanism, the moving cam mechanism and the cylindrical cam mechanism have the same technical effects, and those skilled in the art can select a suitable cam mechanism according to the implementation situation.

[0034] Compared with the spring shock absorption method in the related art, the shock absorber structure in this embodiment drives the cam to rotate through the motor, and the suspension can actively and adaptively adjust, which improves the vehicle's driving smoothness and handling stability, and enhances the user's driving experience. In addition, the cylindrical cam mechanism has low processing cost, which helps to reduce the manufacturing cost of the suspension assembly, and the cylindrical cam mechanism has high mechanical transmission efficiency, fast response speed, and precise control.

[0035] In detail, the shock absorber includes a motor 10 and a cam 20 , wherein the motor 10 and the cam 20 are coaxially arranged. One end 12 of the motor 10 is hinged to the vehicle body 40 , and an output shaft 11 of the motor 10 is connected to the cam 20 .

[0036] Among them, one end 12 of the motor 10 is connected to the vehicle body 40 through a rocker arm structure 60, so that the axial extension direction of the output shaft 11 of the motor 10 forms an angle α with the vertical direction. The angle α can be 30°, 35°, 40°, 45°,..., which are not listed one by one in this embodiment. Those skilled in the art can rotate the appropriate angle according to actual conditions, and α can be an acute angle.

[0037] Such an arrangement helps the wheel 31 to better contact obstacles or road potholes, making the rotation angle of the cam 20 smaller, further improving the driving smoothness and handling stability of the vehicle.

[0038] According to a second aspect of the present invention, a suspension assembly comprises a wheel assembly 30 and the shock absorber of the first aspect. The wheel assembly 30 is provided with a rolling body 50, and the wheel assembly 30 is connected to the cam 20 of the shock absorber through the rolling body 50.

[0039] It should be noted that the wheel assembly 30 includes a suspension body, which may be a McPherson suspension, which has a simple structure and low cost. The suspension body may be a double wishbone suspension, which has low suspension friction and improved comfort and handling. The suspension body may be a five-link suspension, which has better comfort and handling and a larger adjustment space. The suspension body may also be other structures, which are not listed one by one in this embodiment.

[0040] The following embodiments are described by taking the suspension body as a McPherson suspension as an example: The wheel assembly 30 includes a wheel 31, an upper swing arm 33, a lower swing arm 32, an upper connecting member 35 and a lower connecting member 34. One end of the upper swing arm 33 is connected to the wheel 31 through the upper connecting member 35, and the other end can be connected to the vehicle body 40; one end of the lower swing arm 32 is connected to the wheel 31 through the lower connecting member 34, and the other end can be connected to the vehicle body 40.

[0041] Optionally, a protrusion 321 is provided on the lower swing arm 32 , and the rolling body 50 is provided on the protrusion 321 .

[0042] In a specific embodiment, Figure 1-Figure 3 As shown, a protrusion 321 is provided on the lower swing arm 32. The protrusion 321 can be located between one end and the other end of the lower swing arm 32. A first eyelet and a second eyelet are provided at one end and the other end of the lower swing arm 32, respectively, and a third eyelet is provided at the end of the protrusion. Furthermore, the lower swing arm 32 can be a three-eye connecting rod, and the first eyelet, the second eyelet and the third eyelet are arranged in a triangle. The lower swing arm 32 is connected to the rolling body 50 through the third eyelet, connected to the wheel 31 through the first eyelet, and connected to the vehicle body 40 through the second eyelet.

[0043] The cam 20 rotates, so that the end of the lower swing arm 32 provided with the first eyelet reciprocates up and down, so that the wheel 31 can reciprocate up and down. Here, the "up and down reciprocating motion" can be a motion track of the end of the lower swing arm 32 provided with the first eyelet, which can be a circular arc in the vertical direction, or a straight line in the vertical direction, or a diagonal line in the vertical direction.

[0044] The suspension assembly only has an upper swing arm 33 and a lower swing arm 32 , and has a simple structure and is easy to manufacture. It also contributes to the miniaturization design of the suspension assembly.

[0045] When the vehicle encounters an obstacle or a pothole on the road, the motor 10 drives the cam 20 to rotate to suppress the bouncing of the wheel 32 .

[0046] For example, when the vehicle encounters an obstacle while driving on the road and the wheel 32 jumps upward, the motor 10 drives the cam 20 to rotate, so that the cam 20 inhibits the upward movement of the rolling body 50, thereby inhibiting the upward jumping of the wheel 32.

[0047] Similarly, when the vehicle encounters a pothole on the road, the wheel 32 bounces downward, and the motor 10 drives the cam 20 to rotate, so that the cam 20 inhibits the downward movement of the rolling body 50, thereby inhibiting the downward bounce of the wheel 32.

[0048] That is, the vehicle has a first working mode. In the first working mode, when the wheel 32 of the vehicle bounces, the motor 10 drives the cam 20 to rotate to suppress the bounce of the wheel 32. The first working mode is a passive adaptive adjustment of the suspension assembly to avoid consuming electrical energy. During this process, the wheel 31 is always in contact with the obstacle or pit, so that the vehicle can pass smoothly or steadily, improving the user's driving experience.

[0049] Next, a vehicle is provided according to an embodiment of a third aspect of the present invention with reference to the accompanying drawings. The vehicle comprises: a sensor and the suspension assembly of the second aspect.

[0050] It should be noted that the sensor may include a first sensor and a second sensor. The first sensor is installed on the front side of the vehicle, and the first sensor is used to obtain road surface information in front of the vehicle. For example, the first sensor can obtain road obstacle or road pothole profile information, and the road obstacle information can be the outer contour of the obstacle and the height of the obstacle. The road pothole information can be the inner contour of the road pothole and the depth of the road pothole. The second sensor is used to obtain the vehicle's driving information, for example, the corresponding real-time speed when the vehicle is at different distances from the obstacle or road pothole.

[0051] The vehicle has a second working mode. In the second working mode, the vehicle controls the rotation of the motor 10 based on road surface information to adjust the distance between the wheel 32 and the vehicle body 40.

[0052] Specifically, in the second working mode, when the road surface information is a raised road surface (or a road obstacle), the motor 10 drives the cam 20 to rotate, so that the cam 20 drives the rolling body 50 to move upward, and then drives the wheel 32 to move upward.

[0053] When the road surface information is a pothole road surface (or a road foundation pit), the motor 10 drives the cam 20 to rotate, so that the cam 20 drives the rolling body 50 to move downward, and further drives the wheel 32 to move downward.

[0054] It should be noted that, considering that the size of the pothole road surface may be large or small, in some cases, the size of the pothole road surface is very large, and the motor 10 drives the cam 20 to rotate, so that the cam 20 drives the rolling body 50 to move downward, and then drives the wheel 32 to move downward. Then, the motor stops working for a preset time, and the cam 20 stops rotating until the motor is started again, so that the cam 20 rotates in the opposite direction, and the cam 20 drives the rolling body 50 to move upward, and then drives the wheel 32 to move upward.

[0055] This helps to match different sizes of road potholes or obstacles with different rotational angular velocities of the cam 20, that is, one size of road pothole or obstacle corresponds to one damping value, thereby realizing adaptive adjustment of the vehicle's suspension assembly. This solves the problem in the related art that the suspension assembly cannot be adaptively adjusted, resulting in poor vehicle driving smoothness and handling stability, thereby reducing the user's driving experience.

[0056] The following embodiments describe in detail the operation of the vehicle in the second operating mode, that is, the suspension assembly control method of the vehicle: The cam 20 is controlled to rotate based on the acquired road surface information and driving information, so that the end of the lower swing arm 32 provided with the first eyelet moves.

[0057] It should be noted that the road surface information includes the contour information of road obstacles or road potholes, and the distance between the vehicle and the road obstacles or road potholes; the driving information includes the vehicle speed information.

[0058] For example, Figure 4 As shown, the cam 20 is controlled to rotate based on the acquired road surface information and driving information, including: S10, obtaining the angle of rotation of the cam 20 in the first cycle or the second cycle, wherein the first cycle is that the end of the lower swing arm 32 provided with the first eyelet moves from its initial position to the first preset position and then returns to the initial position, and the second cycle is that the end of the lower swing arm 32 provided with the first eyelet moves from the initial position to the second preset position and then returns to the initial position; S20, obtaining the time when the wheel 31 passes over an obstacle or a pothole on the road; S30, obtaining the angular velocity corresponding to the cam 20 according to the angle and time.

[0059] Furthermore, if Figure 5 As shown, step S20, obtaining the time when the wheel 31 passes over the obstacle or the pothole on the road, includes: S201, obtaining contour information of obstacles or road potholes; S202, obtaining a travel distance corresponding to the wheel 31 crossing an obstacle or a road pothole according to the profile information; S203, obtaining time according to the driving distance and the vehicle speed corresponding to the wheel 31 passing over the obstacle or the pothole on the road.

[0060] It should be noted that, in step 204, the vehicle speed corresponding to the wheel 31 passing over the obstacle or the road pothole is the speed of the wheel 31 when the wheel 31 is at a preset distance from the obstacle or the road pothole.

[0061] Optionally, controlling the rotation of the cam 20 based on the road surface information and the driving information further includes the steps of: S40, obtaining the corresponding opening time of the cam 20 before the wheel 31 contacts an obstacle or a pothole on the road surface.

[0062] Exemplarily, obtaining the corresponding opening time of the cam 20 before the wheel 31 contacts the obstacle or the road pothole includes the following steps: S401, obtaining a threshold time according to a preset distance and a vehicle speed corresponding to the wheel 31 crossing an obstacle or a pothole on the road; S402: The opening time of the cam 20 is less than the threshold time.

[0063] It should be noted that the opening time of the cam 20 is less than the threshold time, so that the vehicle has started to move upward or downward before the wheel 31 contacts the obstacle or the pothole on the road, thereby avoiding a violent collision between the wheel 31 and the obstacle or the pothole on the road, helping to improve the vehicle's driving smoothness and handling stability, thereby improving the user's driving experience.

[0064] In detail, Figure 6 As shown, there is an obstacle on the road in the direction of vehicle travel. When the distance between the vehicle and the obstacle is the first distance L1, the first speed v of the vehicle at the current moment is obtained, and the first speed v is the speed of the wheel 31 passing over the obstacle. Among them, the first distance L1 can be 1m, 0.8m, 0.6m, 0.5m, ..., which are not listed one by one in this embodiment, and those skilled in the art can select a suitable first distance L1 according to the situation.

[0065] The threshold time T1 is obtained according to the ratio of the first distance L1 to the first speed ν.

[0066] The opening time T of the cam 20 is less than the threshold time T1, that is, when the distance between the vehicle and the obstacle is the first distance L1, the cam 20 can be opened after the time T, thereby avoiding a violent collision between the wheel 31 and the obstacle or the pothole on the road.

[0067] In practical applications, the shape of obstacles is often irregular, and the obstacle contour information can be obtained by obtaining pictures or videos of the obstacles. For example, if the obstacle is a triangle, the outer contour of the basic triangle can obtain the first side length a and the second side length b of the triangle, that is, the travel distance S1 corresponding to the wheel 31 passing over the obstacle.

[0068] The time T2 for crossing the obstacle is obtained according to the ratio of the driving distance S1 to the first speed v.

[0069] like Figure 1-3 As shown, due to the closed slide track on the cam 20, the swing amplitude of the end of the lower swing arm 32 provided with the first eyelet is determined, that is, the first preset position and the second position corresponding to the end of the lower swing arm 32 provided with the first eyelet. The cam 20 rotates 360°, so that the rolling body 50 rotates one circle around the closed slide (motion track 21). For example, when the cam 20 rotates from 0° to 90°, the end of the lower swing arm 32 provided with the first eyelet rises from the initial position to the first preset position; when the cam 20 rotates from 90° to 180°, the end of the lower swing arm 32 provided with the first eyelet drops from the first preset position to the initial position. This process is defined as the first cycle. When the cam 20 rotates from 180° to 270°, the end of the lower swing arm 32 provided with the first eyelet drops from the initial position to the second preset position; when the cam 20 rotates from 270° to 360°, the end of the lower swing arm 32 provided with the first eyelet rises from the second preset position to the initial position. This process is defined as the second cycle.

[0070] It should be noted that the angle of rotation of the cam 20 in the first cycle or the second cycle is determined by the track of the slide groove (motion track 21) designed by those skilled in the art, and then those skilled in the art select a suitable angle according to needs.

[0071] So Figure 1 As shown, the angle of rotation of the corresponding cam 20 in the first cycle is 180°, and the ratio of this angle to time T2 is the angular velocity ω1 corresponding to the cam 20. When the distance between the vehicle and the obstacle is the first distance L1, the cam 20 can be turned on after time T, and the turned-on cam 20 rotates at an angular velocity ω1. In this way, road potholes or obstacles of different sizes are matched with different damping values, that is, a road pothole or obstacle of one size corresponds to a damping value, so as to realize the adaptive adjustment of the vehicle's suspension assembly. In this way, the problem that the suspension assembly in the related art cannot be adaptively adjusted is solved, resulting in poor driving smoothness and handling stability of the vehicle, thereby reducing the user's driving experience.

[0072] In the description of this specification, in order to enable those skilled in the art to better understand the disclosed solution, the technical solution in the disclosed embodiment will be clearly and completely described below in conjunction with the drawings in the disclosed embodiment. Obviously, the described embodiment is only a part of the disclosed embodiment, not all of the embodiments. Based on the embodiments in the disclosed embodiment, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the disclosed embodiment.

[0073] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged where appropriate, so that the embodiments of the present disclosure described can be implemented in sequences other than those illustrated or described herein.

[0074] In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus that includes a series of steps or modules is not necessarily limited to those steps or modules explicitly listed, but may include other steps or modules not explicitly listed or inherent to these processes, methods, products, or apparatuses.

Claims

1. A shock absorber, characterized in that: include: A motor (10), one end (12) of the motor (10) being suitable for connection to a vehicle body (40); and A cam (20), the cam (20) being connected to an output shaft (11) of the motor (10), the cam (20) being provided with a motion track (21) suitable for cooperating with a rolling body (50), the rolling body (50) being suitable for connecting to a wheel assembly (30); When the motor (10) rotates, the rolling body (50) moves within the moving track (21) to adjust the distance between the wheel assembly (30) and the vehicle body (40).

2. The shock absorber according to claim 1, characterized in that: The motion track (21) is a curved track extending along the outer peripheral surface of the cam (20).

3. The shock absorber according to claim 1, characterized in that The motor (10) and the cam (20) are coaxially arranged, one end (12) of the motor (10) is hinged to the vehicle body (40), and the output shaft (11) of the motor (10) is connected to the cam (20).

4. A suspension assembly, characterized in that: The invention comprises a wheel assembly (30) and the shock absorber according to any one of claims 1 to 3, wherein a rolling body (50) is arranged on the wheel assembly (30), and the wheel assembly (30) is connected to a cam (20) of the shock absorber via the rolling body (50).

5. The suspension assembly according to claim 4, characterized in that: The wheel assembly (30) comprises a lower swing arm (32), the lower swing arm (32) being provided with the rolling body (50), and the rolling body (50) being arranged in a motion track (21) on the cam (20).

6. The suspension assembly according to claim 5, characterized in that: The lower swing arm (32) is provided with a protrusion (321), and the rolling body (50) is provided on the protrusion (321).

7. A vehicle, characterized in that: The invention comprises a vehicle body (40) and a suspension assembly according to any one of claims 4 to 6, wherein one end (12) of the motor (10) of the shock absorber is connected to the vehicle body (40).

8. The vehicle according to claim 7, characterized in that One end (12) of the motor (10) is connected to the vehicle body (40) via a rocker arm structure (60).

9. The vehicle according to claim 8, characterized in that The axis extension direction of the output shaft (11) of the motor (10) forms an angle α with the vertical direction, and the angle α is an acute angle.

10. The vehicle according to any one of claims 8 to 9, characterized in that: The vehicle has a first working mode. In the first working mode, when the wheel (32) of the vehicle bounces, the motor (10) drives the cam (20) to rotate to suppress the bounce of the wheel (32).

11. The vehicle according to claim 10, characterized in that In the first working mode, when the wheel (32) bounces upward, the motor (10) drives the cam (20) to rotate, so that the cam (20) suppresses the upward movement of the rolling body (50), thereby suppressing the upward movement of the wheel (32); when the wheel (32) bounces downward, the motor (10) drives the cam (20) to rotate, so that the cam (20) suppresses the downward movement of the rolling body (50), thereby suppressing the downward movement of the wheel (32).

12. The vehicle according to any one of claims 8 to 9, characterized in that: The vehicle further includes a sensor, and the sensor is used to obtain road surface information ahead of the vehicle.

13. The vehicle according to claim 12, characterized in that The vehicle has a second working mode, in which the vehicle controls the rotation of the motor (10) based on the road surface information to adjust the distance between the wheel (32) and the vehicle body (40).

14. The vehicle according to claim 13, characterized in that In the second working mode, when the road surface information is a convex road surface, the motor (10) drives the cam (20) to rotate, so that the cam (20) drives the rolling body (50) to move upward, thereby driving the wheel (32) to move upward.

15. The vehicle according to claim 13, characterized in that In the second working mode, when the road surface information is a pothole road surface, the motor (10) drives the cam (20) to rotate, so that the cam (20) drives the rolling body (50) to move downward, thereby driving the wheel (32) to move downward.

16. The vehicle according to claim 15, characterized in that When the road surface information is a pothole road surface, the motor (10) drives the cam to rotate, so that the cam (20) drives the rolling body (50) to move downward first and then upward, thereby driving the wheel (32) to move downward first and then upward.

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