Actuator, suspension assembly and vehicle

Abstract

The invention discloses an actuator, a suspension assembly and a vehicle. The actuator comprises a first damping device and a second damping device which are arranged in parallel, the first damping device comprises a driving module, an upper shell and a motion conversion assembly, and the upper shell is connected to the driving module; at least part of the motion conversion assembly is contained in the upper shell, and the motion conversion assembly is used for converting rotary motion of the driving module into linear motion of the wheels; at least part of the structure of the upper shell is used for forming a damping cavity of the second damping device. According to the actuator, the structure is simple, the number of parts is small, the size is small, the vibration absorption capacity of a vehicle can be improved through common response of the first damping device and the second damping device which are arranged in parallel, and then the running stability and the riding comfort of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an actuator, a suspension assembly, and a vehicle. Background Technology

[0002] With increasing emphasis placed on automotive handling and comfort, the vehicle's suspension assembly plays a crucial role in these aspects. The actuators in the suspension assembly are a vital component, their performance directly impacting the vehicle's ability to adapt to varying driving conditions, such as uneven road surfaces or changes in load, as well as the passenger's ride comfort. Current technologies suffer from complex and bulky actuator structures, resulting in poor vibration damping and severely affecting vehicle stability and passenger comfort. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes an actuator with a simple structure, few components, and small size. It can improve the vehicle's ability to absorb vibrations through the combined response of a first damping device and a second damping device arranged in parallel, thereby improving the vehicle's driving stability and ride comfort.

[0004] The present invention also proposes a suspension assembly comprising the aforementioned actuator.

[0005] The present invention also proposes a vehicle comprising the above-described suspension assembly.

[0006] An actuator according to an embodiment of the present invention includes: a first damping device and a second damping device arranged in parallel; the first damping device includes: a drive module, an upper housing, and a motion conversion assembly, the upper housing being connected to the drive module; the motion conversion assembly is at least partially housed within the upper housing, the motion conversion assembly being used to convert the rotational motion of the drive module into the linear motion of a wheel; wherein at least a portion of the structure of the upper housing is used to form a damping cavity for the second damping device.

[0007] According to the actuator of the present invention, a first damping device and a second damping device are arranged in parallel, and a motion conversion component for converting the rotational motion of the drive module into the linear motion of the wheel is provided in the first damping device. When the wheel vibrates due to road surface excitation, both the first damping device and the second damping device output damping force to resist the wheel vibration, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the joint response of the first damping device and the second damping device arranged in parallel can improve the vehicle's responsiveness and reduce the vehicle's vibration amplitude, thereby improving the vehicle's driving stability and passenger comfort.

[0008] Meanwhile, at least part of the upper housing structure is used to form the damping cavity of the second damping device, which can save space in the radial direction of the actuator without affecting the operation of the first and second damping devices, simplify the structure and reduce the number of structural components of the actuator, thereby reducing the volume of the actuator and facilitating the installation and application of the actuator.

[0009] According to some embodiments of the present invention, the second damping device is a hydraulic damping device.

[0010] In some embodiments of the present invention, the first damping device and the second damping device are arranged coaxially.

[0011] According to some embodiments of the present invention, the actuator further includes a guide, which is fitted inside the upper housing and connected to the upper housing, and a damping cavity of the second damping device is formed between the guide and the upper housing.

[0012] According to some embodiments of the present invention, the guide includes a cylinder and a flange plate. The cylinder is located inside the upper housing and sleeved outside the motion conversion assembly. The cylinder and the upper housing are spaced apart. The damping cavity of the second damping device is located between the cylinder and the upper housing. The flange plate is located at one end of the cylinder in the axial direction near the drive module and sleeved outside the cylinder. The flange plate is connected to the upper housing.

[0013] In some embodiments of the present invention, the upper housing has a stepped portion, and the flange plate includes a first section and a second section. The first section is sleeved on the outside of the cylinder; the second section is sleeved on the outside of the first section along the axial direction of the cylinder. The second section is spaced apart from the end of the first section away from the drive module. The second section is located on the side of the stepped portion along the axial direction of the upper housing close to the drive module and is connected to the stepped portion.

[0014] In some embodiments of the present invention, a first sealing ring is provided between the outer peripheral wall of the first segment and the inner peripheral wall of the upper housing; and / or, a sealing gasket is provided between the second segment and the stepped portion.

[0015] In some embodiments of the present invention, the motion conversion component includes a rotary motion module and a linear motion module, wherein the rotary motion module is fixedly connected to the drive module and rotates synchronously; and the linear motion module is sleeved on the rotary motion module and is movable along the length direction of the rotary motion module.

[0016] In some embodiments of the present invention, the rotary motion module is a lead screw, and the linear motion module is a lead screw nut.

[0017] In some embodiments of the present invention, the second damping device includes a piston assembly connected to the linear motion module, the piston assembly being disposed within the damping cavity, and moving relative to the upper housing along the length direction of the motion conversion component.

[0018] In some embodiments of the present invention, the second damping device further includes a piston rod connected to the linear motion module, the piston rod being at least partially located within the damping cavity and sleeved outside the guide, and the piston assembly being connected to the piston rod.

[0019] In some embodiments of the present invention, the actuator further includes a lower housing, which is sleeved outside the rotary motion module. The lower housing and the linear motion module are arranged and connected in the length direction of the rotary motion module. The lower housing can extend into the guide, and a portion of the guide can be located between the lower housing and the piston rod. The piston rod is indirectly connected to the linear motion module through a connection with the lower housing.

[0020] In some embodiments of the present invention, the actuator further includes a lower fork arm, the lower housing is connected to the lower fork arm, and the piston rod is indirectly connected to the linear motion module through the connection with the lower fork arm.

[0021] In some embodiments of the present invention, a second sealing ring is provided between the piston assembly and the outer peripheral wall of the guide; and / or, a third sealing ring is provided between the piston assembly and the inner peripheral wall of the upper housing.

[0022] In some embodiments of the present invention, the end of the damping cavity facing away from the drive module is open, the piston rod extends into the damping cavity from the open end of the damping cavity, the inner peripheral wall of the piston rod fits against the outer peripheral wall of the guide, the actuator further includes a sealing element, the sealing element is disposed at the open end, the sealing element is annular and located between the inner peripheral wall of the upper housing and the outer peripheral wall of the piston rod.

[0023] In some embodiments of the present invention, a fourth sealing ring is provided between the inner peripheral wall of the seal and the outer peripheral wall of the piston rod.

[0024] In some embodiments of the present invention, a buffer pad is provided on the side of the seal facing the damping cavity along the axial direction of the guide.

[0025] In some embodiments of the present invention, the actuator further includes a lower end cover, which is sleeved on the piston rod and located on the side of the seal opposite to the damping cavity and connected to the upper housing along the axial direction of the guide.

[0026] In some embodiments of the present invention, along the axial direction of the guide, one end of the guide near the lower end cover is flush with the end face of the lower end cover away from the damping cavity; or, along the axial direction of the guide, one end of the guide near the lower end cover extends beyond the end face of the lower end cover away from the damping cavity in a direction away from the damping cavity.

[0027] In some embodiments of the present invention, the second damping device is a single-cylinder hydraulic damper, and the piston assembly divides the damping cavity into a first cavity and a second cavity spaced apart along the axial direction of the guide. The first cavity is located on the side of the second cavity closer to the drive module. The second damping device further includes a floating piston, which is disposed in the first cavity and is used to divide the first cavity into a first sub-cavity and a second sub-cavity spaced apart along the axial direction of the guide. The first sub-cavity is located on the side of the second sub-cavity opposite to the second cavity. The second cavity and the second sub-cavity are oil cavities, and the first sub-cavity is an air cavity.

[0028] In some embodiments of the present invention, a fifth sealing ring is provided between the floating piston and the outer peripheral wall of the guide; and / or, a sixth sealing ring is provided between the floating piston and the inner peripheral wall of the upper housing.

[0029] In some embodiments of the present invention, the second damping device is a twin-cylinder hydraulic damper, wherein the piston assembly divides the damping cavity into a first cavity and a second cavity spaced apart along the axial direction of the guide, the first cavity being located on the side of the second cavity closer to the drive module, and the upper housing having a supplementary oil cavity, the supplementary oil cavity being arranged around the damping cavity and communicating with one of the first cavity and the second cavity.

[0030] In some embodiments of the present invention, the piston assembly has a connecting hole that connects the first chamber and the second chamber, and a control valve is provided in the connecting hole for controlling the opening and closing of the connecting hole and the opening degree of the connecting hole.

[0031] In some embodiments of the present invention, the actuator has a first actuation mode in which the wheel is excited by the road surface, and the first damping device and the second damping device work together to suppress wheel vibration.

[0032] In some embodiments of the present invention, in the first actuation mode, the magnetic resistance of the drive module is used to suppress the vibration of the wheel.

[0033] In some embodiments of the present invention, in the first actuation mode, the damping force generated by the second damping device is used to suppress the wheel vibration.

[0034] In some embodiments of the present invention, the actuator has a second actuation mode, in which the drive module actively rotates, driving the motion conversion component to convert the rotational motion of the drive module into the linear motion of the wheel.

[0035] In some embodiments of the present invention, the actuator has a second actuation mode in which the wheel is excited by the road surface, the wheel drives the motion conversion component to generate a linear motion tendency, and the drive module actively rotates to suppress the linear motion tendency of the motion conversion component.

[0036] The suspension assembly according to an embodiment of the present invention includes the actuator described above.

[0037] According to an embodiment of the present invention, the suspension assembly, by arranging a first damping device and a second damping device in parallel in the actuator, and by arranging a motion conversion component within the first damping device for converting the rotational motion of the drive module into the linear motion of the wheel, when the wheel vibrates due to road surface excitation, both the first damping device and the second damping device output damping force to resist the wheel vibration, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the combined response of the first damping device and the second damping device arranged in parallel can improve the vehicle's responsiveness and reduce the vehicle's vibration amplitude, thereby improving the vehicle's ride stability and passenger comfort.

[0038] Meanwhile, at least part of the upper housing structure is used to form the damping cavity of the second damping device, which can save space in the radial direction of the actuator without affecting the operation of the first and second damping devices, simplify the structure and reduce the number of structural components of the actuator, thereby reducing the volume of the actuator and suspension assembly, which is beneficial to the installation and application of the actuator and suspension assembly.

[0039] A vehicle according to an embodiment of the present invention includes: the suspension assembly described above.

[0040] According to an embodiment of the present invention, a vehicle is equipped with a first damping device and a second damping device connected in parallel in the actuator of the suspension assembly, and a motion conversion component is provided in the first damping device for converting the rotational motion of the drive module into the linear motion of the wheel. When the wheel vibrates due to road surface excitation, both the first damping device and the second damping device output damping force to resist the wheel vibration, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the combined response of the first damping device and the second damping device connected in parallel can improve the vehicle's responsiveness and reduce the vehicle's vibration amplitude, thereby improving the vehicle's driving stability and passenger comfort.

[0041] Meanwhile, at least a portion of the upper housing structure is used to form the damping cavity of the second damping device, which can save space in the radial direction of the actuator without affecting the operation of the first and second damping devices, simplify the structure and reduce the number of structural components of the actuator, thereby reducing the volume occupied by the actuator and suspension assembly on the vehicle.

[0042] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0043] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0044] Figure 1 This is a cross-sectional view of an actuator according to an embodiment of the present invention;

[0045] Figure 2 yes Figure 1 Enlarged view of point A in the middle;

[0046] Figure 3 yes Figure 1 Enlarged view of point B in the middle;

[0047] Figure 4 yes Figure 1 Enlarged view of point C in the middle;

[0048] Figure 5 yes Figure 1 Enlarged view of point D in the middle;

[0049] Figure 6 This is a cross-sectional view of the piston assembly, piston rod, and lower housing of the actuator according to an embodiment of the present invention;

[0050] Figure 7 This is a perspective view of the guide of the actuator according to an embodiment of the present invention;

[0051] Figure 8 This is a front view of the guide of the actuator according to an embodiment of the present invention.

[0052] Figure label:

[0053] 100. Actuator;

[0054] 101. First damping device; 102. Motion conversion component;

[0055] 1. Rotational motion module;

[0056] 2. Linear motion module;

[0057] 3. Upper housing; 31. Stepped portion; 311. First fixing hole;

[0058] 4. Guide; 41. Cylinder; 42. Flange plate; 421. First section; 422. Second section; 4221. First mounting hole; 43. Cavity;

[0059] 5. Damping cavity; 51. First cavity; 511. First sub-cavity; 512. Second sub-cavity; 52. Second cavity;

[0060] 6. Second damping device; 611. Piston rod; 612. Piston assembly; 62. Buffer gasket; 63. Seal; 64. Floating piston;

[0061] 7. Lower housing; 71. Limiting buffer component;

[0062] 8. Lower control arm;

[0063] 9. Lower end cap; 91. Lower cover plate; 92. Lower cover boss;

[0064] 10. First sealing groove;

[0065] 11. Second sealing groove; 111. Second sealing ring;

[0066] 12. Third sealing groove; 121. Third sealing ring;

[0067] 13. Fourth sealing groove; 131. Fourth sealing ring;

[0068] 14. Fifth sealing groove; 141. Fifth sealing ring;

[0069] 15. Sixth sealing groove; 151. Sixth sealing ring;

[0070] 16. Driver module. Detailed Implementation

[0071] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0072] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0073] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0074] The following is for reference. Figures 1-8 An actuator 100 according to an embodiment of the present invention is described.

[0075] like Figure 1 As shown, the actuator 100 according to an embodiment of the present invention includes a first damping device 101 and a second damping device 6 arranged in parallel.

[0076] Specifically, such as Figure 1 As shown, combined with Figure 2 and Figure 3 The actuator 100 can be used in the vehicle's suspension assembly, which connects the vehicle's wheels and body to provide elastic support between the body and the wheels.

[0077] The first damping device 101 includes a drive module, an upper housing 3, and a motion conversion assembly 102. The upper housing 3 is connected to the drive module, and the motion conversion assembly 102 is at least partially housed within the upper housing 3. The motion conversion assembly 102 is used to convert the rotational motion of the drive module into the linear motion of the wheel. During vehicle operation, the vibration of the wheel can be transmitted to the motion conversion assembly 102, which can transmit the wheel vibration to the drive module 16. Alternatively, the rotation of the drive module 16 can change the direction of the linear motion of the wheel via the motion conversion assembly 102 (e.g., ...). Figure 1The vibration amplitude (as shown in direction a) is adjusted to achieve the vibration reduction effect of actuator 100.

[0078] At least a portion of the upper housing 3 is used to form the damping cavity 5 of the second damping device 6. The second damping device 6 can absorb and dissipate vibration energy to achieve the vibration reduction effect of the actuator 100. This design saves space in the radial direction of the actuator 100 without affecting the operation of the first damping device 101 and the second damping device 6, simplifies the structure, and reduces the number of structural components of the actuator 100, thereby reducing the volume of the actuator 100 and facilitating its installation and application.

[0079] Simultaneously, the first damping device 101 and the second damping device 6 are connected in parallel. When the wheel vibrates due to road surface excitation, the vibration is transmitted to both the first damping device 101 and the second damping device 6. Both the first damping device 101 and the second damping device 6 output damping forces to resist wheel vibration, thereby improving the vehicle's ability to absorb vibration, especially high-frequency vibrations from the road surface. Through the combined response of the first damping device 101 and the second damping device 6, the vehicle's responsiveness can be improved. This reduces the vibration amplitude during the up-and-down movement of the wheels and body, improving the vehicle's ride stability and comfort, and helping the vehicle adapt to different conditions such as uneven road surfaces or changes in load. Furthermore, reducing vibration also lowers noise levels, thereby improving passenger NVH (Noise, Vibration, Harshness) comfort.

[0080] According to the actuator 100 of the present invention, a first damping device 101 and a second damping device 6 are arranged in parallel, and a motion conversion component 102 for converting the rotational motion of the drive module 16 into the linear motion of the wheel is provided in the first damping device 101. When the wheel vibrates due to the excitation of the road surface, both the first damping device 101 and the second damping device 6 output damping forces to resist the vibration of the wheel, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the joint response of the first damping device 101 and the second damping device 6 arranged in parallel can improve the vehicle's responsiveness and reduce the vibration amplitude of the vehicle, thereby improving the smoothness of vehicle driving and the comfort of passenger riding.

[0081] Meanwhile, at least part of the structure of the upper housing 3 is used to form the damping cavity 5 of the second damping device 6, which can save space in the radial direction of the actuator 100 without affecting the operation of the first damping device 101 and the second damping device 6, simplify the structure and reduce the number of structural components of the actuator 100, thereby reducing the volume of the actuator 100, which is beneficial to the installation and application of the actuator 100.

[0082] In some embodiments of the present invention, such as Figure 1 As shown, the second damping device 6 is a hydraulic damping device, which can achieve dynamic response in a short time, quickly absorb and consume vibration energy, and effectively control vehicle vibration.

[0083] In some embodiments of the present invention, such as Figure 1 As shown, the first damping device 101 and the second damping device 6 are coaxially arranged. The central axis of the first damping device 101 and the central axis of the second damping device 6 are coaxial, which can further reduce the assembly size of the first damping device 101 and the second damping device 6 in the radial direction and reduce the space occupied by the actuator 100 on the vehicle.

[0084] In some embodiments of the present invention, such as Figure 1 , Figure 7 and Figure 8 As shown, the actuator 100 also includes a guide 4, which is fitted inside the upper housing 3 and connected to the upper housing 3. A damping cavity 5 of the second damping device 6 is formed between the guide 4 and the upper housing 3.

[0085] Understandably, the guide 4 can isolate the upper housing 3 into two independent inner and outer annular spaces. An annular cavity 43 can be formed within the guide 4, allowing the motion conversion assembly 102 to convert the rotational motion of the drive module 16 into the linear motion of the wheel within the cavity 43, thus ensuring the vibration reduction effect of the first damping device 101. The annular space between the guide 4 and the upper housing 3 forms a damping cavity 5 for the second damping device 6. This damping cavity 5 is located outside the guide 4, providing conditions for the operation of the second damping device 6. The guide 4, serving as a shared wall for the cavity 43 for the motion conversion assembly 102 and the damping cavity 5 for the second damping device 6, can save space in the radial direction of the actuator 100 without affecting the operation and coordination of the first damping device 101 and the second damping device 6. This simplifies the structure and reduces the number of structural components of the actuator 100, effectively reducing the space occupied by the actuator 100 on the vehicle.

[0086] By providing a guide 4 inside the upper housing 3, it is easy to coaxially arrange and integrate the first damping device 101 and the second damping device 6 together. The structure is simple and has fewer parts, which is conducive to the lightweight design of the actuator 100, reducing the size of the actuator 100, and thus facilitating the installation and application of the actuator 100.

[0087] Preferably, the upper housing 3 and the guide 4 can be connected by fasteners, which can ensure a stable connection between the upper housing 3 and the guide 4, thereby ensuring the stability of the actuator 100. At the same time, it can also realize the detachable connection of the actuator 100, which is convenient for subsequent inspection and maintenance. The upper housing 3 and the guide 4 can be reused without damage after disassembly, which can reduce maintenance costs.

[0088] In some embodiments of the present invention, such as Figure 1 , Figure 2 , Figure 7 and Figure 8 As shown, the guide 4 includes a cylinder 41 and a flange 42. The cylinder 41 is located inside the upper housing 3 and sleeved outside the motion conversion assembly 102. The cylinder 41 and the upper housing 3 are spaced apart. The damping cavity 5 of the second damping device 6 is located between the cylinder 41 and the upper housing 3. The cylinder 41, the upper housing 3, the first damping device 101 and the second damping device 6 are coaxially arranged. The motion conversion assembly 102 can convert the rotational motion of the drive module 16 into the linear motion of the wheel within the annular space formed by the cylinder 41. The spaced-apart cylinder 41 and the upper housing 3 can form the damping cavity 5 for the second damping device 6, providing conditions for the operation of the second damping device 6 to achieve the vibration reduction effect of the actuator 100.

[0089] Furthermore, flange plate 42 is located at one end of cylinder 41 near drive module 16 in the axial direction and is sleeved on the outside of cylinder 41. Flange plate 42 is connected to upper housing 3. By setting flange plate 42, it is convenient to connect guide 4 to upper housing 3. Flange plate 42 can seal the gap between cylinder 41 and upper housing 3 at one end of cylinder 41 near drive module 16 to form damping cavity 5 for forming second damping device 6, providing conditions for the operation of second damping device 6 to provide damping force and ensure the performance of actuator 100.

[0090] In some embodiments of the present invention, such as Figure 1 , Figure 2 , Figure 7 and Figure 8 As shown, the upper housing 3 has a stepped portion 31, which facilitates the connection between the upper housing 3 and the flange plate 42. The flange plate 42 includes a first section 421 and a second section 422. The first section 421 is sleeved on the outside of the cylinder 41, and the second section 422 is sleeved on the outside of the first section 421. Along the axial direction of the cylinder 41, the second section 422 is spaced apart from the end of the first section 421 that is away from the drive module 16. The second section 422 is located on the side of the stepped portion 31 that is close to the drive module 16 along the axial direction of the upper housing 3 and is connected to the stepped portion 31.

[0091] It is understandable that the second segment 422 is fitted over the first segment 421, and the end of the second segment 422 away from the first segment 421 is spaced apart from the end of the first segment 421, so as to facilitate the connection between the second segment 422 and the step portion 31. Figure 2 As shown in the example, the side of the second segment 422 furthest from the drive module 16 is attached to and connected to the side of the step portion 31 closest to the drive module 16, facilitating operation. The first segment 421 is located between the cylinder 41 and the upper housing 3, which can improve the sealing effect of the gap between the cylinder 41 and the upper housing 3 at the end of the cylinder 41 closest to the drive module 16, ensuring the performance of the second damping device 6, and thus ensuring the performance of the actuator 100.

[0092] Preferably, such as Figure 2 and Figure 7 As shown in the example, the second segment 422 can be connected to the step portion 31 via fasteners. The second segment 422 has a first mounting hole 4221 extending through the second segment 422 along its thickness direction. Multiple first mounting holes 4221 are spaced apart along the circumferential direction of the second segment 422. The step portion 31 has a first fixing hole 311 corresponding to the first mounting hole 4221. The inner circumferential wall of the first fixing hole 311 has an internal thread. An operator can pass a fastener through the first mounting hole 4221 and screw it into the first fixing hole 311 to complete the connection between the second segment 422 and the step portion 31. The operation is simple and easy to assemble. While achieving a stable connection, it also allows for disassembly, facilitating subsequent inspection and maintenance. The upper housing 3 and guide 4 can be disassembled and reused without damage, reducing maintenance costs.

[0093] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, a first sealing ring is provided between the outer peripheral wall of the first segment 421 and the inner peripheral wall of the upper housing 3, achieving a sealing effect between the first segment 421 and the upper housing 3. The first sealing ring forms a waterproof, gas-proof, and oil-proof barrier between the outer peripheral wall of the first segment 421 and the inner peripheral wall of the upper housing 3, effectively preventing gas or liquid leakage, thereby ensuring the performance of the second damping device 6 and thus guaranteeing the buffering and vibration reduction function of the actuator 100. For example, Figure 2 As shown in the example, a first sealing groove 10 can be provided on the outer peripheral wall of the first segment 421 to place the first sealing ring, which facilitates assembly and ensures the sealing effect.

[0094] In some embodiments of the present invention, such as Figure 1 and Figure 2As shown, a sealing gasket is provided between the second section 422 and the step portion 31, which can achieve a sealing effect between the second section 422 and the step portion 31. The sealing gasket can form a waterproof, gas-proof and oil-proof barrier between the second section 422 and the step portion 31, effectively preventing gas or liquid leakage, thereby ensuring the performance of the second damping device 6, and thus ensuring the buffering and vibration reduction function of the actuator 100.

[0095] In some embodiments of the present invention, such as Figure 1 As shown, the motion conversion component 102 includes a rotary motion module 1 and a linear motion module 2. The rotary motion module 1 is fixedly connected to the drive module 16 and rotates synchronously. The linear motion module 2 is fitted onto the rotary motion module 1 and is movable along the length direction of the rotary motion module 1. The drive module 16 can drive the rotary motion module 1 to rotate, and the rotary motion module 1 can drive the linear motion module 2 to move along the length direction of the rotary motion module 1, thereby realizing the linear motion of the wheel. During vehicle operation, the direction and amplitude of the linear motion of the wheel can be changed by rotating the drive module 16, thereby achieving real-time control of the wheel height to meet the real-time requirements of the vehicle body height adjustment.

[0096] In some embodiments of the present invention, such as Figure 1 As shown, the rotary motion module 1 is a lead screw, and the linear motion module 2 is a lead screw nut. The cooperation between the lead screw and the lead screw nut is relatively simple and reliable, and the motion conversion effect of the motion conversion component 102 is relatively reliable.

[0097] The lead screw nut is fitted onto the lead screw and is movable along the length of the lead screw. Specifically, the lead screw may have a helical groove, and the inner circumferential wall of the lead screw nut may have an internal thread corresponding to the helical groove. Ball bearings may be provided between the helical groove of the lead screw and the internal thread of the lead screw nut. When the lead screw rotates, the balls roll between the helical groove of the lead screw and the internal thread of the lead screw nut, which can reduce friction and make the relative movement between the lead screw and the nut smoother, converting the rotational motion of the lead screw into the linear motion of the lead screw nut along the length of the lead screw.

[0098] When a vehicle encounters uneven road surfaces or changes in load, the lead screw and lead nut can withstand and transmit the corresponding force. The linear movement of the lead screw along the length of the lead nut achieves the purpose of adjusting the vehicle's height, which helps the vehicle adapt to different driving conditions, such as changes in load or road surface undulations.

[0099] In some embodiments of the present invention, such as Figure 1 , Figure 3 and Figure 6As shown, the second damping device 6 includes a piston assembly 612, which is connected to the linear motion module 2. The piston assembly 612 is located in the damping cavity 5 and moves relative to the upper housing 3 along the length direction of the motion conversion component 102.

[0100] Understandably, when the wheel vibrates due to road surface excitation, the vibration is transmitted to the linear motion module 2, and then to the piston assembly 612. This causes the linear motion module 2 to drive the piston assembly 612 to reciprocate along the length of the motion conversion assembly 102 within the damping cavity 5. This causes the medium inside the damping cavity 5 to flow or deform, resulting in internal friction and viscous resistance. This can consume vibration energy and generate damping force. The piston assembly 612 is connected to the linear motion module 2, and the damping force is thus applied to the linear motion module 2 and transmitted to the wheel, consuming vibration and impact. This enables the second damping device 6 to generate a damping force to resist wheel vibration, thereby ensuring the performance of the actuator 100 in buffering, damping, and absorbing vibration energy.

[0101] In some embodiments of the present invention, such as Figure 1 , Figure 3 and Figure 6 As shown, the second damping device 6 also includes a piston rod 611, which is connected to the linear motion module 2. The piston rod 611 is at least partially located inside the damping cavity 5 and sleeved outside the guide 4. The piston assembly 612 is connected to the piston rod 611, which is located inside the damping cavity 5 and sleeved outside the guide 4. The piston assembly 612 is connected to the piston rod 611.

[0102] It is understood that the piston assembly 612 is connected to the linear motion module 2 via the piston rod 611, and the piston rod 611 is at least partially located within the damping cavity 5 and sleeved outside the guide 4, thereby connecting the parallel-configured first damping device 101 and second damping device 6. When the wheel vibrates due to road surface excitation, the motion conversion assembly 102 and the piston assembly 612 can cooperate to jointly output damping force to resist wheel vibration, thereby improving the vehicle's ability to absorb vibration, especially high-frequency vibration from the road surface. Through the joint response of the first damping device 101 and the second damping device 6, the vehicle's responsiveness can be improved.

[0103] In some embodiments of the present invention, such as Figure 1 , Figure 3 and Figure 6As shown, the actuator 100 also includes a lower housing 7, which is sleeved outside the rotary motion module 1. The lower housing 7 and the linear motion module 2 are arranged and connected along the length of the rotary motion module 1, which can save radial space and reduce the volume of the actuator 100. The lower housing 7 can extend into the guide 4, and part of the guide 4 can be located between the lower housing 7 and the piston rod 611. The piston rod 611 is indirectly connected to the linear motion module 2 through the connection with the lower housing 7.

[0104] By providing the lower housing 7, it is easy to connect the piston rod 611 to the linear motion module 2. Part of the guide 4 can be located between the lower housing 7 and the piston rod 611, allowing the lower housing 7 and the piston rod 611 to move relative to the guide 4 in the axial direction, so as to ensure that the second damping device 6 generates damping force and acts on the linear motion module 2, thereby ensuring the buffering and vibration reduction performance of the actuator 100.

[0105] Preferably, such as Figure 1 and Figure 3 As shown in the example, the linear motion module 2 can be connected to the lower housing 7 via fasteners. The linear motion module 2 may have a second mounting hole penetrating the linear motion module 2 along the axial direction. Multiple second mounting holes are spaced apart along the circumferential direction of the linear motion module 2. The lower housing 7 has a second fixing hole corresponding to the second mounting hole. The inner circumferential wall of the second fixing hole has an internal thread. The operator can pass the fastener through the second mounting hole and screw it into the second fixing hole to complete the connection between the linear motion module 2 and the lower housing 7. The operation is simple and easy to assemble. This provides a stable connection while also allowing for disassembly, facilitating subsequent inspection and maintenance and reducing maintenance costs.

[0106] Furthermore, such as Figure 1 As shown, a limiting buffer 71 is provided on the inner bottom wall of the end of the lower housing 7 facing away from the drive module 16. The limiting buffer 71 can be fixed to the bottom wall of the lower housing 7 by means of screws or adhesive. When the rotating motion module 1 moves to its limit position towards the end of the lower housing 7 facing away from the drive module 16, the limiting buffer 71 abuts against the end of the rotating motion module 1 facing away from the drive module 16. The limiting buffer 71 can be a non-metallic material such as rubber or polyurethane, or a metallic material such as a metal spring. The limiting buffer 71 mainly plays a limiting and buffering role at the end of the wheel's travel stroke, preventing damage to the rotating motion module 1 or the lower housing 7 caused by the large force of the impact between the rotating motion module 1 and the bottom wall of the lower housing 7.

[0107] Furthermore, the present invention is not limited thereto. The limiting buffer 71 can also be set at the bottom of the rotating motion module 1 near the wheel end and fixed to the rotating motion module 1 by means of screws or adhesive.

[0108] In some embodiments of the present invention, such as Figure 1 As shown, the actuator 100 also includes a lower fork arm 8, with the lower housing 7 connected to the lower fork arm 8. The piston rod 611 is indirectly connected to the linear motion module 2 via the lower fork arm 8. The lower fork arm 8 can be used to connect to the lower control arm of the vehicle, and at the same time facilitates the connection of the piston rod 611 to the linear motion module 2 via the lower fork arm 8. This does not affect the relative movement of the lower housing 7, the lower fork arm 8, and the piston rod 611 with the guide 4 in the axial direction, so as to ensure that the second damping device 6 generates damping force and acts on the linear motion module 2, thereby ensuring the buffering and vibration reduction performance of the actuator 100 and improving the stability of vehicle driving and the comfort of riding.

[0109] In some embodiments of the present invention, such as Figure 1 and Figure 3 As shown, a second sealing ring 111 is provided between the piston assembly 612 and the outer peripheral wall of the guide 4, which can achieve a sealing effect between the piston assembly 612 and the guide 4. The second sealing ring 111 can form a barrier against water, gas, and oil, effectively preventing gas or liquid in the first chamber 51 from leaking out between the piston assembly 612 and the outer peripheral wall of the guide 4 and affecting the generation of damping force, thereby ensuring the performance of the second damping device 6, and thus ensuring the buffering and vibration reduction function of the actuator 100. For example, Figure 3 As shown in the example, a second sealing groove 11 can be provided on the inner peripheral wall of the piston assembly 612 for placing the second sealing ring 111, which facilitates assembly and ensures the sealing effect.

[0110] In some embodiments of the present invention, such as Figure 1 and Figure 3 As shown, a third sealing ring 121 is provided between the piston assembly 612 and the inner peripheral wall of the upper housing 3, which can achieve a sealing effect between the piston assembly 612 and the inner peripheral wall of the upper housing 3. The third sealing ring 121 can form a barrier against water, gas, and oil, effectively preventing gas or liquid in the first chamber 51 and the second chamber 52 from passing between the piston assembly 612 and the inner peripheral wall of the upper housing 3 and affecting the generation of damping force, thereby ensuring the performance of the second damping device 6, and thus ensuring the buffering and vibration reduction function of the actuator 100. For example, Figure 3 As shown in the example, a third sealing groove 12 can be provided on the outer peripheral wall of the piston assembly 612 for placing a third sealing ring 121, which facilitates assembly and ensures a sealing effect.

[0111] In some embodiments of the present invention, such as Figure 1 and Figure 4As shown, the end of the damping cavity 5 facing away from the drive module 16 is open, and the piston rod 611 extends into the damping cavity 5 from the open opening. The inner peripheral wall of the piston rod 611 and the outer peripheral wall of the guide 4 are in contact, that is, the inner peripheral wall of the piston assembly 612 and the outer peripheral wall of the guide 4 are in contact. Thus, the guide 4, the piston assembly 612 and the upper housing 3 can form the first cavity 51.

[0112] Furthermore, the actuator 100 also includes a seal 63, which is located at the opening. The seal 63 is annular and located between the inner peripheral wall of the upper housing 3 and the outer peripheral wall of the piston rod 611. It can block the gap between the upper housing 3 and the piston rod 611 at the end of the upper housing 3 away from the first cavity 51. Thus, the seal 63, the piston rod 611, the piston assembly 612 and the upper housing 3 can form a second cavity 52, thereby ensuring the performance of the second damping device 6 and thus ensuring the buffering and vibration reduction function of the actuator 100.

[0113] In this application, the seal 63 can be welded to the upper housing 3, or the seal 63 can be interference-fitted between the upper housing 3 and the piston rod 611, which can achieve a stable connection between the seal 63 and the upper housing 3, and at the same time ensure the sealing between the outer peripheral wall of the seal 63 and the inner peripheral wall of the upper housing 3.

[0114] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, a fourth sealing ring 131 is provided between the inner peripheral wall of the sealing element 63 and the outer peripheral wall of the piston rod 611, which can achieve a sealing effect between the sealing element 63 and the piston rod 611. The fourth sealing ring 131 can form a barrier against water, gas, and oil, effectively preventing gas or liquid in the second cavity 52 from leaking out between the inner peripheral wall of the sealing element 63 and the outer peripheral wall of the piston rod 611, thus affecting the generation of damping force. This ensures the performance of the second damping device 6, and further ensures the buffering and vibration reduction function of the actuator 100. For example, Figure 4 As shown in the example, a fourth sealing groove 13 can be provided on the inner peripheral wall of the seal 63 for placing the fourth sealing ring 131, which facilitates assembly and ensures the sealing effect.

[0115] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, along the axial direction of the guide 4, a buffer pad 62 is provided on the side of the seal 63 facing the damping cavity 5. The seal 63 and the piston assembly 612 are metal parts, while the buffer pad 62 can be a rubber part. The buffer pad 62 can prevent the piston assembly 612 from colliding with the seal 63 during reciprocating motion in the damping cavity 5, thus playing a role in buffering and vibration isolation, ensuring the stability and safety of the second damping device 6, and thereby ensuring the stability and safety of the actuator 100.

[0116] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, the actuator 100 also includes a lower end cover 9, which is sleeved on the piston rod 611. Along the axial direction of the guide 4, the lower end cover 9 is located on the side of the seal 63 facing away from the damping cavity 5 and is connected to the upper housing 3. The lower end cover 9 has a lower cover plate 91 and a lower cover boss 92. The lower cover plate 91 is located on the side of the seal 63 facing away from the damping cavity 5, and the lower cover boss 92 is located on the side of the lower cover plate 91 facing the seal 63 and is sleeved on the upper housing 3. The lower end cover 9 is connected to the upper housing 3 through the lower cover boss 92. By providing the lower end cover 9, the connection between the seal 63 and the upper housing 3 can be protected, thereby enhancing the protection of the damping cavity 5, improving the stability and reliability of the second damping device 6, and further enhancing the stability and reliability of the actuator 100. The lower cover boss 92 and the upper housing 3 can be connected by threads or by fasteners.

[0117] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, along the axial direction of the guide 4, the end of the guide 4 near the lower end cover 9 is flush with the end face of the lower end cover 9 away from the damping cavity 5. This ensures that when the piston reciprocates along the axial direction of the guide 4, the end of the guide 4 near the lower end cover 9 extends beyond the end face of the piston assembly 612 away from the first cavity 51 in the direction away from the damping cavity 5. This guarantees the independence and sealing of the damping cavity 5, preventing gas or liquid in the damping cavity 5 from leaking along the outer peripheral wall of the guide 4 and affecting the generation of damping force. This enhances the reliability of the second damping device 6, thereby ensuring the reliability of the actuator 100.

[0118] In this application, as Figure 1 and Figure 4 As shown, along the axial direction of the guide 4, the end of the guide 4 near the lower end cover 9 extends beyond the end face of the lower end cover 9 away from the damping cavity 5. This further ensures the independence and sealing of the damping cavity 5, preventing gas or liquid in the damping cavity 5 from leaking out along the outer peripheral wall of the guide 4 and affecting the generation of damping force, thereby enhancing the reliability of the second damping device 6 and the actuator 100.

[0119] In some embodiments of the present invention, such as Figure 1 and Figure 5As shown, the second damping device 6 is a single-cylinder hydraulic damper. The piston assembly 612 divides the damping chamber 5 into a first chamber 51 and a second chamber 52 spaced apart along the axial direction of the guide 4. The first chamber 51 is located on the side of the second chamber 52 closer to the drive module 16. The second damping device 6 also includes a floating piston 64, which is disposed in the first chamber 51 and is used to divide the first chamber 51 into a first sub-chamber 511 and a second sub-chamber 512 spaced apart along the axial direction of the guide 4. The first sub-chamber 511 is located on the side of the second sub-chamber 512 away from the second chamber 52. The second chamber 52 and the second sub-chamber 512 are oil chambers, and the first sub-chamber 511 is an air chamber.

[0120] Specifically, when the linear motion module 2 moves along the length of the rotary motion module 1, the piston assembly 612 reciprocates within the damping chamber 5 along the axial direction of the guide 4, causing a change in the volume of the second chamber 52 and the second sub-chamber 512, which serve as oil chambers. Hydraulic oil is stored within the oil chambers. The piston assembly 612 may have a connecting hole linking the second sub-chamber 512 and the second chamber 52. A valve plate may be installed at the connecting hole. The volume change of the second chamber 52 and the second sub-chamber 512 forces the hydraulic oil to flow through the connecting hole on the piston assembly 612 and causes the valve plate to deform, thereby generating resistance and friction, thus achieving hydraulic damping. The movement of the piston assembly 612 and the volume change of the second sub-chamber 512 simultaneously cause the floating piston 64 to move, compressing or releasing the gas in the first sub-chamber 511. The compression and release of the gas generate additional pressure, which interacts with the pressure of the hydraulic oil in the second sub-chamber 512, enhancing the damping effect and improving the buffering and vibration reduction performance of the actuator 100, thereby improving the vehicle's driving stability and comfort.

[0121] In some embodiments of the present invention, such as Figure 1 and Figure 5 As shown, a fifth sealing ring 141 is provided between the floating piston 64 and the outer peripheral wall of the guide 4, and a sixth sealing ring 151 is provided between the floating piston 64 and the inner peripheral wall of the upper housing 3, which can achieve a sealing effect between the floating piston 64 and the guide 4 and the upper housing 3. The fifth sealing ring 141 and the sixth sealing ring 151 can form a barrier against gas and oil, effectively preventing gas in the first sub-cavity 511 or liquid in the second sub-cavity 512 from passing between the floating piston 64 and the outer peripheral wall of the guide 4 or the inner peripheral wall of the upper housing 3 and affecting the damping effect, thereby ensuring the performance of the second damping device 6, and thus ensuring the buffering and vibration reduction function of the actuator 100. For example, Figure 3 As shown in the example, a fifth sealing groove 14 can be provided on the inner peripheral wall of the piston assembly 612 for placing a fifth sealing ring 141, which facilitates assembly and ensures a sealing effect.

[0122] In some embodiments of the present invention, the second damping device 6 is a twin-cylinder hydraulic damper. The piston assembly 612 divides the damping chamber 5 into a first chamber 51 and a second chamber 52 spaced apart along the axial direction of the guide 4. The first chamber 51 is located on the side of the second chamber 52 closer to the drive module 16. The upper housing 3 has a replenishing oil chamber, which surrounds the damping chamber 5 and communicates with one of the first chamber 51 and the second chamber 52. The first chamber 51 and the second chamber 52 store hydraulic oil for vibration damping. The replenishing oil chamber communicates with one of the first chamber 51 and the second chamber 52 through a bottom valve. The piston assembly 612 may be provided with a connecting hole connecting the first chamber 51 and the second chamber 52. The movement of the piston assembly 612 causes a change in the volume of the first chamber 51 and the second chamber 52, forcing the hydraulic oil to pass through the bottom valve or the connecting hole, thereby generating resistance and achieving damping. This effectively absorbs and dissipates shocks and vibrations, ensuring the buffering and vibration damping performance of the actuator 100, thereby improving the driving stability and comfort of the vehicle.

[0123] For example, the replenishing oil chamber and the second chamber 52 are connected via a bottom valve. When the linear motion module 2 drives the piston assembly 612 to move away from the first chamber 51 along the axial direction of the guide 4, the volume of the second chamber 52 decreases. The piston assembly 612 pushes hydraulic oil through the bottom valve into the replenishing oil chamber. The hydraulic oil generates resistance as it passes through the bottom valve, thus achieving damping. Conversely, when the piston assembly 612 moves towards the first chamber 51 along the axial direction of the guide 4, the hydraulic oil flows in the opposite direction, generating damping force through the connecting hole on the piston assembly 612 and the bottom valve, thereby ensuring the buffering and vibration reduction performance of the actuator 100.

[0124] In some embodiments of the present invention, the piston assembly 612 has a connecting hole that connects the first chamber 51 and the second chamber 52. A control valve is provided in the connecting hole to control the opening and closing of the connecting hole and the degree of opening of the connecting hole. The control valve can be a structure such as an external magnetorheological valve or a solenoid valve, which can adjust the magnitude of the damping force to realize the active adjustability of the second damping device 6, enhance the performance of the actuator 100, and enable the vehicle to better adapt to different driving conditions.

[0125] In some embodiments of the present invention, such as Figure 1 As shown, the drive module 16 includes a housing, a rotor, and a bushing. The housing is fixedly connected to the upper housing 3, and the rotor is located inside the housing. The housing can protect the rotor and isolate the actuator 100 from external media such as water, air, oil, and dust, preventing external media from entering the drive module 16 and affecting the rotor's operation, thereby increasing the rotor's reliability.

[0126] One end of the rotary motion module 1 is connected to the rotor and rotates synchronously with the rotor. The linear motion module 2 is sleeved on the rotary motion module 1 and is movable along the length direction of the rotary motion module 1. For example, the outer wall of the rotary motion module 1 is provided with a helical raceway groove, and the linear motion module 2 is a ball nut. When the rotary motion module 1 rotates synchronously with the rotor, the balls in the ball nut roll along the helical raceway groove. The ball nut moves along the length direction of the rotary motion module 1, which can convert the rotation of the rotary motion module 1 into the linear motion of the linear motion module 2. Similarly, when the ball nut moves along the length direction of the rotary motion module 1, it can drive the rotary motion module 1 to rotate, which can convert the linear motion of the linear motion module 2 into the rotation of the rotary motion module 1, and drive the rotor to transmit the linear motion of the linear motion module 2 to the drive module 16.

[0127] When the drive module 16 is powered on, the rotor of the drive module 16 rotates, which drives the rotary motion module 1 to rotate. The rotation of the rotary motion module 1 drives the linear motion module 2 to move along the length direction of the rotary motion module 1. Furthermore, the linear motion module 2 drives the piston assembly 612 of the second damping device 6 to move linearly along the length direction of the rotary motion module 1, thereby realizing real-time control of the wheel height to meet the real-time requirements of the vehicle body height adjustment.

[0128] The bushing is located on the radial inner side of the rotor and is sleeved on the outside of the rotary motion module 1. The bushing is connected to the rotor and the rotary motion module 1 and rotates synchronously. The bushing can reduce the friction between the rotary motion module 1 and the rotor and protect the seed and the rotary motion module 1.

[0129] Preferably, the drive module 16 is a frameless motor with the rotor arranged inside the stator, and there is electromagnetic resistance between the stator and the rotor.

[0130] In some embodiments of the present invention, the actuator 100 has a first actuation mode in which the wheel is excited by the road surface, and the first damping device 101 and the second damping device 6 work together to suppress wheel vibration.

[0131] Understandably, when the wheel is excited by the road surface, both the first damping device 101 and the second damping device 6 output damping force to resist road vibration, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the vehicle's responsiveness can be improved through the joint response of the first damping device 101 and the second damping device 6, which are set in parallel.

[0132] In some embodiments of the present invention, in the first operating mode, the magnetic resistance of the drive module 16 is used to suppress wheel vibration. It is understood that in the first operating mode, during vehicle operation, the wheel is excited by the road surface, and the wheel vibration can be transmitted to the lower housing 7. The lower housing 7 is connected to the linear motion module 2, which generates linear motion, driving the rotary motion module 1 to rotate. The rotary motion module 1 is connected to the drive module 16, which generates a rotational tendency. The drive module 16 contains a stator and a rotor, and there is magnetic resistance between the stator and the rotor. The magnetic resistance of the drive module 16 prevents the rotary motion module 1 from rotating, thereby preventing the linear motion of the linear motion module 2, thus preventing the linear motion of the lower housing 7, and consequently preventing wheel vibration.

[0133] In some embodiments of the present invention, in the first operating mode, the damping force generated by the second damping device 6 is used to suppress the wheel vibration. It is understood that in the first operating mode, during the vehicle's operation, the wheel is excited by the road surface, and the wheel vibration can be transmitted to the lower housing 7. The lower housing 7 is connected to the piston rod 611 and the piston assembly 612, which causes the piston assembly 612 to move linearly, causing the upper housing 3 to move relative to the piston assembly 612. The volume change of the first chamber 51 and the second chamber 52 located at both ends of the piston assembly 612 forces hydraulic oil to flow through the connecting hole on the piston assembly 612 and causes the valve plate at the connecting hole to deform, thereby generating resistance and friction, which causes the second damping device 6 to generate hydraulic damping force. The generated hydraulic damping force prevents the linear movement of the lower housing 7, thereby preventing the wheel vibration.

[0134] Specifically, the vibration frequency and amplitude of the road surface excitation are different, and the actuation mode of the first actuation mode is different.

[0135] When the road surface excitation is high-frequency and low-amplitude, and the vibration stroke is within the adjustment stroke of the first damping device 101 and the second damping device 6, the wheel vibration can be transmitted to the lower housing 7. The lower housing 7 is connected to the linear motion module 2, which generates linear motion, driving the rotary motion module 1 to rotate. The rotary motion module 1 is connected to the drive module 16, which generates a rotational tendency. The magnetic resistance of the drive module 16 prevents the rotary motion module 1 from rotating, thereby preventing the linear motion of the linear motion module 2, thus preventing the linear motion of the lower housing 7, and thus preventing the wheel vibration. At the same time, during the vehicle's operation, the wheel is excited by the road surface, and the wheel vibration can be transmitted to the piston assembly 612 through the lower housing 7. The piston assembly 612 generates linear motion, thereby causing relative motion between the upper housing 3 and the piston assembly 612. This forces hydraulic oil to flow through the connecting hole on the piston assembly 612 and causes the valve plate at the connecting hole to deform, thereby generating resistance and friction. This causes the second damping device 6 to generate hydraulic damping force, which prevents the linear motion of the lower housing 7, and thus prevents the wheel vibration.

[0136] When the road surface excitation is high-frequency and high-amplitude, and the vibration stroke exceeds the adjustment stroke of the first damping device 101 and the second damping device 6, the lower housing 7 moves linearly. When the lower housing 7 moves away from the wheel, the rotating motion module 1 collides with the limiting buffer 71, and the resulting impact is transmitted to the vehicle body. The first damping device 101 reciprocates under the action of the vehicle's spring, achieving multiple reductions in vehicle body vibration. When the lower housing 7 moves to its limit towards the wheel, the buffer pad 62 of the second damping device 6 collides with the piston assembly 612, and the resulting impact is transmitted to the vehicle body. The second damping device 6 reciprocates under the action of the vehicle's spring, achieving multiple reductions in vehicle body vibration.

[0137] When the road surface excitation is low-frequency and low-amplitude, and the vibration stroke is within the adjustment stroke of the first damping device 101 and the second damping device 6, the wheel vibration can be transmitted to the lower housing 7. The lower housing 7 is connected to the linear motion module 2, which generates linear motion, driving the rotary motion module 1 to rotate. The rotary motion module 1 is connected to the drive module 16, which generates a rotational tendency. The magnetic resistance of the drive module 16 prevents the rotary motion module 1 from rotating, thereby preventing the linear motion of the linear motion module 2, thus preventing the linear motion of the lower housing 7, and thus preventing the wheel vibration. At the same time, during the vehicle's operation, the wheel is excited by the road surface, and the wheel vibration can be transmitted to the piston assembly 612 through the lower housing 7. The piston assembly 612 generates linear motion, thereby causing relative motion between the upper housing 3 and the piston assembly 612. This forces hydraulic oil to flow through the connecting hole on the piston assembly 612 and causes the valve plate at the connecting hole to deform, thereby generating resistance and friction. This causes the second damping device 6 to generate hydraulic damping force, which prevents the linear motion of the lower housing 7, and thus prevents the wheel vibration.

[0138] When the road surface excitation is low-frequency and high-amplitude, and the vibration stroke exceeds the adjustment stroke of the first damping device 101 and the second damping device 6, the lower housing 7 moves linearly. When the lower housing 7 moves away from the wheel, the rotating motion module 1 collides with the limiting buffer 71, and the resulting impact is transmitted to the vehicle body. The first damping device 101 reciprocates under the action of the vehicle's spring, achieving multiple reductions in vehicle body vibration. When the lower housing 7 moves to its limit towards the wheel, the buffer pad 62 of the second damping device 6 collides with the piston assembly 612, and the resulting impact is transmitted to the vehicle body. The second damping device 6 reciprocates under the action of the vehicle's spring, achieving multiple reductions in vehicle body vibration.

[0139] In some embodiments of the present invention, the actuator 100 has a second actuation mode, in which the drive module 16 actively rotates, driving the motion conversion component 102 to convert the rotational motion of the drive module 16 into the linear motion of the wheel.

[0140] Understandably, in the second operating mode, when the vehicle's anti-sighting system detects undulations in the road surface ahead, the drive module 16 actively rotates, causing the rotational motion module 1 to rotate, which in turn causes the linear motion module 2 to move in a straight line. The linear motion module 2 then causes the lower housing 7 to move linearly, which in turn causes the wheels to move linearly, thereby achieving real-time control of the wheel height to meet the vehicle's real-time needs for adjusting the vehicle's body height.

[0141] Specifically, when the vehicle's anti-sighting system detects undulations on the road surface ahead, and the drive module 16 recognizes the clockwise rotation trend of the rotational motion module 1, the drive module 16 actively applies a counterclockwise rotational torque to suppress the rotation trend of the rotational motion module 1.

[0142] When the drive module 16 detects the counterclockwise rotation trend of the rotary motion module 1, the drive module 16 actively applies a clockwise rotational torque to suppress the rotation trend of the rotary motion module 1.

[0143] It should be noted that when the drive module 16 is energized, the second damping device 6 and the motion conversion component 102 are connected in parallel. The piston assembly 612 of the second damping device 6 moves up and down synchronously, forcing hydraulic oil to flow through the connecting hole on the piston assembly 612 and causing the valve plate at the connecting hole to deform, thereby generating resistance and friction, which hinders the active movement of the motion conversion component 102. Preferably, a control valve, such as an external magnetorheological valve or a solenoid valve, can be provided in the connecting hole to control the opening and closing of the connecting hole and the degree of opening of the connecting hole. Thus, the flow of hydraulic oil in the connecting hole can be controlled by the setting of the control valve, so that the connecting hole is fully opened, reducing the generated damping force, thereby reducing the hindering effect on the active movement of the motion conversion component 102.

[0144] In some embodiments of the present invention, the actuator 100 has a second actuation mode. In the second actuation mode, the wheel is excited by the road surface, and the wheel drives the motion conversion component 102 to generate a linear motion tendency. The drive module 16 actively rotates to suppress the linear motion tendency of the motion conversion component 102.

[0145] Specifically, in the second operating mode, during the vehicle's operation, the wheels are excited by the road surface, and the vibration of the wheels can be transmitted to the lower housing 7. The lower housing 7 is connected to the linear motion module 2, which generates linear motion, thereby driving the rotary motion module 1 to rotate. The rotary motion module 1 is connected to the drive module 16, which in turn generates a rotational tendency.

[0146] At this time, the drive module 16 rotates. The control device is connected to the drive module 16, obtains the current rotation parameters of the drive module 16, and calculates the target rotation parameters based on these parameters. The control device then controls the drive module 16 to operate with these target rotation parameters, generating a force in this state. This force is then converted into a damping force on the wheels via the motion conversion component 102. This damping force suppresses vehicle vibration, achieving a vibration reduction effect and ensuring smooth vehicle operation. Specifically, the greater the bumps experienced by the wheels, the greater the displacement change of the motion conversion component 102, the faster the rotation speed of the drive module 16, the greater the electromagnetic torque generated by the drive module 16, and the greater the corresponding damping force, resulting in a greater degree of suppression of vehicle vibration.

[0147] When the drive module 16 is powered on to cause the motion conversion component 102 to move actively, the rotation speed and direction of the rotor of the drive module 16 are controlled by controlling the magnitude and direction of the current, generating a rotational torque to suppress the rotation of the rotational motion module 1, thereby suppressing road excitation and realizing active tuning control of the actuator 100. At the same time, according to the vehicle height sensor, when the vehicle height is too low, the drive module 16 is controlled to output force to prevent the actuator 100 from hitting the limit block.

[0148] It should be noted that when the drive module 16 is energized, the second damping device 6 and the motion conversion component 102 are connected in parallel. The piston assembly 612 of the second damping device 6 moves up and down synchronously, forcing hydraulic oil to flow through the connecting hole on the piston assembly 612 and causing the valve plate at the connecting hole to deform, thereby generating resistance and friction, which hinders the active movement of the motion conversion component 102. Preferably, a control valve, such as an external magnetorheological valve or a solenoid valve, can be provided in the connecting hole to control the opening and closing of the connecting hole and the degree of opening of the connecting hole. Thus, the flow of hydraulic oil in the connecting hole can be controlled by the setting of the control valve, so that the connecting hole is fully opened, reducing the generated damping force, thereby reducing the hindering effect on the active movement of the motion conversion component 102.

[0149] The suspension assembly according to an embodiment of the present invention includes the actuator 100 described above.

[0150] According to the suspension assembly of the present invention, by arranging a first damping device 101 and a second damping device 6 in parallel in the actuator 100, and by arranging a motion conversion component 102 for converting the rotational motion of the drive module 16 into the linear motion of the wheel within the first damping device 101, when the wheel vibrates due to road surface excitation, both the first damping device 101 and the second damping device 6 output damping forces to resist wheel vibration, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the combined response of the first damping device 101 and the second damping device 6 arranged in parallel can improve the vehicle's responsiveness and reduce the vehicle's vibration amplitude, thereby improving the vehicle's ride stability and passenger comfort.

[0151] Meanwhile, at least a portion of the upper housing 3 is used to form the damping cavity 5 of the second damping device 6, which can save space in the radial direction of the actuator 100 without affecting the operation of the first damping device 101 and the second damping device 6, simplifying the structure and reducing the number of structural components of the actuator 100, thereby reducing the volume of the actuator 100 and the suspension assembly, which is beneficial for the installation and application of the actuator 100 and the suspension assembly.

[0152] The vehicle according to an embodiment of the present invention includes the suspension assembly described above.

[0153] According to an embodiment of the present invention, a vehicle is provided with a first damping device 101 and a second damping device 6 connected in parallel in the actuator 100 of the suspension assembly, and a motion conversion component 102 for converting the rotational motion of the drive module 16 into the linear motion of the wheel is provided in the first damping device 101. When the wheel vibrates due to road surface excitation, both the first damping device 101 and the second damping device 6 output damping forces to resist the wheel vibration, thereby improving the vehicle's ability to absorb vibration. In particular, for high-frequency vibrations from the road surface, the joint response of the first damping device 101 and the second damping device 6 connected in parallel can improve the vehicle's responsiveness and reduce the vehicle's vibration amplitude, thereby improving the vehicle's driving stability and passenger comfort.

[0154] Meanwhile, at least a portion of the structure of the upper housing 3 is used to form the damping cavity 5 of the second damping device 6, which can save space in the radial direction of the actuator 100 without affecting the operation of the first damping device 101 and the second damping device 6, simplify the structure and reduce the structural components of the actuator 100, thereby reducing the volume occupied by the actuator 100 and the suspension assembly on the vehicle.

[0155] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0156] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An actuator, characterized in that, include: A first damping device and a second damping device are connected in parallel. The first damping device includes: Driver module; Upper housing, the upper housing being connected to the drive module; A motion conversion assembly, at least partially housed within the upper housing, is used to convert the rotational motion of the drive module into the linear motion of the wheels; At least a portion of the upper housing structure is used to form the damping cavity of the second damping device.

2. The actuator according to claim 1, characterized in that, The second damping device is a hydraulic damping device.

3. The actuator according to claim 2, characterized in that, The first damping device and the second damping device are arranged coaxially.

4. The actuator according to claim 1, characterized in that, Also includes: A guide is fitted inside the upper housing and connected to the upper housing, and a damping cavity of the second damping device is formed between the guide and the upper housing.

5. The actuator according to claim 4, characterized in that, The guide includes: A cylindrical body is located inside the upper housing and sleeved outside the motion conversion assembly. The cylindrical body and the upper housing are spaced apart. The damping cavity of the second damping device is located between the cylindrical body and the upper housing. A flange plate is provided at one end of the cylinder near the drive module in the axial direction and is sleeved on the outside of the cylinder. The flange plate is connected to the upper shell.

6. The actuator according to claim 5, characterized in that, The upper housing has a stepped portion, and the flange plate includes: The first segment is sleeved outside the cylinder; The second segment is sleeved outside the first segment and is positioned along the axial direction of the cylinder. The second segment is spaced apart from the end of the first segment away from the drive module. The second segment is located on the side of the stepped portion that is close to the drive module along the axial direction of the upper shell and is connected to the stepped portion.

7. The actuator according to claim 6, characterized in that, A first sealing ring is provided between the outer peripheral wall of the first segment and the inner peripheral wall of the upper shell; And / or, a sealing gasket is provided between the second segment and the stepped portion.

8. The actuator according to claim 4, characterized in that, The motion conversion component includes: A rotary motion module, which is fixedly connected to the drive module and rotates synchronously; A linear motion module is sleeved on the rotary motion module and is movable along the length direction of the rotary motion module.

9. The actuator according to claim 8, characterized in that, The rotary motion module is a lead screw, and the linear motion module is a lead screw nut.

10. The actuator according to claim 8, characterized in that, The second damping device includes: A piston assembly is connected to the linear motion module and is disposed within the damping cavity. Along the length direction of the motion conversion component, the piston assembly moves relative to the upper housing.

11. The actuator according to claim 10, characterized in that, The second damping device further includes: A piston rod is connected to the linear motion module. The piston rod is at least partially located within the damping cavity and sleeved outside the guide. The piston assembly is connected to the piston rod.

12. The actuator according to claim 11, characterized in that, Also includes: The lower housing is sleeved outside the rotary motion module. The lower housing and the linear motion module are arranged and connected along the length of the rotary motion module. The lower housing can extend into the guide. A portion of the guide can be located between the lower housing and the piston rod. The piston rod is indirectly connected to the linear motion module through a connection with the lower housing.

13. The actuator according to claim 12, characterized in that, Also includes: The lower fork arm is connected to the lower housing, and the piston rod is indirectly connected to the linear motion module through the connection with the lower fork arm.

14. The actuator according to claim 10, characterized in that, A second sealing ring is provided between the piston assembly and the outer peripheral wall of the guide; And / or, a third sealing ring is provided between the piston assembly and the inner peripheral wall of the upper housing.

15. The actuator according to claim 11, characterized in that, The damping cavity is open at one end away from the drive module, and the piston rod extends into the damping cavity from the open end. The inner peripheral wall of the piston rod fits against the outer peripheral wall of the guide. The actuator further includes: A sealing element is provided at the opening, and the sealing element is annular and located between the inner peripheral wall of the upper housing and the outer peripheral wall of the piston rod.

16. The actuator according to claim 15, characterized in that, A fourth sealing ring is provided between the inner peripheral wall of the seal and the outer peripheral wall of the piston rod.

17. The actuator according to claim 15, characterized in that, Along the axial direction of the guide, a buffer pad is provided on the side of the seal facing the damping cavity.

18. The actuator according to claim 15, characterized in that, Also includes: The lower end cover is sleeved on the piston rod and is located on the side of the seal opposite to the damping cavity along the axial direction of the guide and is connected to the upper housing.

19. The actuator according to claim 18, characterized in that, Along the axial direction of the guide, the end of the guide near the lower end cover is flush with the end face of the lower end cover away from the damping cavity; Alternatively, along the axial direction of the guide, the end of the guide near the lower end cover extends beyond the end face of the lower end cover away from the damping cavity in a direction away from the damping cavity.

20. The actuator according to claim 11, characterized in that, The second damping device is a single-cylinder hydraulic damper. The piston assembly divides the damping chamber into a first chamber and a second chamber spaced apart along the axial direction of the guide. The first chamber is located on the side of the second chamber closer to the drive module. The second damping device also includes: A floating piston is disposed in the first cavity to divide the first cavity into a first sub-cavity and a second sub-cavity spaced apart along the axial direction of the guide. The first sub-cavity is located on the side of the second sub-cavity opposite to the second cavity. The second cavity and the second sub-cavity are oil cavities, and the first sub-cavity is a gas cavity.

21. The actuator according to claim 20, characterized in that, A fifth sealing ring is provided between the floating piston and the outer peripheral wall of the guide; And / or, a sixth sealing ring is provided between the floating piston and the inner peripheral wall of the upper housing.

22. The actuator according to claim 11, characterized in that, The second damping device is a twin-cylinder hydraulic damper. The piston assembly divides the damping cavity into a first cavity and a second cavity spaced apart along the axial direction of the guide. The first cavity is located on the side of the second cavity closer to the drive module. The upper housing has a replenishing oil cavity, which is arranged around the damping cavity and communicates with one of the first cavity and the second cavity.

23. The actuator according to claim 20, characterized in that, The piston assembly has a connecting hole that connects the first chamber and the second chamber. A control valve is provided in the connecting hole to control the opening and closing of the connecting hole and the degree of opening of the connecting hole.

24. The actuator according to any one of claims 1-23, characterized in that, The actuator has a first actuation mode, in which the wheel is excited by the road surface, and the first damping device and the second damping device work together to suppress wheel vibration.

25. The actuator according to claim 24, characterized in that, In the first operating mode, the magnetic resistance of the drive module is used to suppress wheel vibration.

26. The actuator according to claim 24, characterized in that, In the first operating mode, the damping force generated by the second damping device is used to suppress the vibration of the wheel.

27. The actuator according to any one of claims 1-23, characterized in that, The actuator has a second actuation mode. In the second actuation mode, the drive module actively rotates, causing the motion conversion component to convert the rotational motion of the drive module into the linear motion of the wheel.

28. The actuator according to any one of claims 1-23, characterized in that, The actuator has a second actuation mode. In the second actuation mode, the wheel is excited by the road surface, and the wheel drives the motion conversion component to generate a linear motion tendency. The drive module actively rotates to suppress the linear motion tendency of the motion conversion component.

29. A suspension assembly, characterized in that, Includes the actuator according to any one of claims 1-28.

30. A vehicle, characterized in that, Includes the suspension assembly as described in claim 29.

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