Cam assembly, damping device, suspension system and vehicle

Abstract

The invention discloses a cam assembly, a damping device, a suspension system and a vehicle, the cam assembly comprises a first cam mechanism and a second cam mechanism, the first cam mechanism comprises a first driving part and a first driven part, the first driving part drives the first driven part to move, and the second cam mechanism comprises a second driving part and a second driven part; the second driving piece drives the second driven piece to move. According to the cam assembly provided by the embodiment of the invention, the structure of the damping device is simplified while the stability and comfort of a vehicle during running are improved, the manufacturing cost and the assembly, disassembly and maintenance difficulty of the damping device are reduced, and the use performance of the damping device is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle vibration reduction technology, and in particular to a cam assembly, a damping device, a suspension system, and a vehicle. Background Technology

[0002] In the prior art, in order to reduce vibration during vehicle operation and improve vehicle stability and comfort, a damping device is usually installed between the vehicle body and the wheels.

[0003] However, the existing damping devices have a relatively complex structure, which means that the manufacturing cost of the damping devices is relatively high. At the same time, the complex structure also makes the assembly, maintenance and replacement of the damping devices more difficult, increasing the difficulty of installation, disassembly and maintenance of the damping devices. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, the first objective of the present invention is to provide a cam assembly that, while achieving vehicle vibration reduction, also has a relatively simple structure, reducing the manufacturing cost and assembly / disassembly difficulty of the damping device, thus solving the technical problems of high manufacturing cost and difficult assembly / disassembly and maintenance of existing damping devices.

[0005] A second objective of the present invention is to provide a damping device having the aforementioned cam assembly.

[0006] A third objective of the present invention is to provide a suspension system having the aforementioned damping device.

[0007] The fourth objective of this invention is to provide a vehicle having the above-described suspension system.

[0008] According to an embodiment of the present invention, a cam assembly includes: a first cam mechanism, the first cam mechanism including a first driving member and a first driven member, the first driving member driving the first driven member to move; and a second cam mechanism, the second cam mechanism including a second driving member and a second driven member, the second driving member driving the second driven member to move.

[0009] According to embodiments of the present invention, the cam assembly, by providing a first follower and a second follower capable of generating motion, facilitates the reduction of vibrations during vehicle operation when integrated into a vehicle, thereby improving vehicle stability and comfort and enhancing the driving experience. Simultaneously, by using the cam assembly to reduce vibrations during vehicle operation, the structure of the damping device is simplified, thereby reducing the manufacturing cost of the damping device and the difficulty of its assembly, disassembly, and maintenance, thus improving the performance of the damping device.

[0010] In some embodiments, the direction of movement of the first follower is opposite to the direction of movement of the second follower.

[0011] In some embodiments, the first cam mechanism is sleeved on the second cam mechanism.

[0012] In some embodiments, the first driven member includes a first cavity, and at least a portion of the second driven member is located in the first cavity such that the first driven member is fitted around the outer periphery of the second driven member.

[0013] In some embodiments, the first active member is sleeved on the outer periphery of the first passive member, and at least a portion of the first passive member is adapted to extend beyond the first end of the first active member; the first end of the second active member is correspondingly disposed to the first end of the first active member, and the second end of the second active member is correspondingly disposed to the second end of the first active member; the second active member is sleeved on the outer periphery of the second passive member, and at least a portion of the second passive member is adapted to extend beyond the second end of the second active member.

[0014] In some embodiments, the first cam mechanism and the second cam mechanism are arranged coaxially.

[0015] In some embodiments, the first active member and the first passive member are movably coupled through a first guide component so that the first active member can drive the first passive member to move when it rotates.

[0016] In some embodiments, the first guide component includes a first mating portion and a first spiral guide rail, one of which is disposed on the outer periphery of the first driven member and the other is disposed on the inner peripheral wall of the first driving member, and the first mating portion is movably mated with the first spiral guide rail.

[0017] In some embodiments, the first mating part is a first mating protrusion, the first spiral guide rail is a first spiral groove, the first spiral groove is disposed on the inner peripheral wall of the first active member, and the groove depth of the first spiral groove is less than the wall thickness of the first active member.

[0018] In some embodiments, the second driving member and the second driven member are movably coupled through a second guide assembly so that the second driven member can drive the second driven member to move when the second driving member rotates.

[0019] In some embodiments, the second guide component includes a second mating portion and a second spiral guide rail, one of which is disposed on the outer periphery of the second driven member and the other is disposed on the inner peripheral wall of the second driving member, and the second mating portion is movably mated with the second spiral guide rail.

[0020] In some embodiments, the second mating part is a second mating protrusion, and the second spiral guide rail is a second spiral groove, which is disposed on the inner peripheral wall of the second active member and penetrates the side wall of the second active member.

[0021] In some embodiments, the first follower and the second follower move synchronously.

[0022] In some embodiments, the first active component and the second active component are linked together.

[0023] In some embodiments, the first active member drives the second active member to rotate.

[0024] In some embodiments, the cam assembly further includes a connector that connects the first actuator and the second actuator.

[0025] In some embodiments, the first driven member and the first driving member are movably engaged via a first helical guide rail, and the second driven member and the second driving member are movably engaged via a second helical guide rail. The first driving member and the second driving member are linked together, and the first helical guide rail and the second helical guide rail rotate in opposite directions.

[0026] In some embodiments, one of the first follower and the second follower is adapted to connect to the vehicle body end, and the other is adapted to connect to the vehicle wheel end.

[0027] In some embodiments, the first active member and the second active member are formed as the same structural member.

[0028] In some embodiments, the second driving member and the first driven member are formed as the same structural member.

[0029] The damping device according to an embodiment of the present invention includes the aforementioned cam assembly.

[0030] According to the damping device of the present invention, by employing the aforementioned cam assembly, the damping device can reduce vibration during vehicle operation, while also simplifying the structure of the damping device, reducing manufacturing costs, and simplifying assembly, disassembly, and maintenance, thereby improving the performance of the damping device.

[0031] In some embodiments, the damping device includes a drive member for driving the first active member and / or the second active member to rotate.

[0032] In some embodiments, the drive element includes a motor, the motor including a stator and a rotor, the stator and the rotor being coupled, the stator being sleeved on the outer periphery of the rotor, and the rotor driving the first drive element and / or the second drive element to rotate.

[0033] In some embodiments, the first active component and the second active component are linked together.

[0034] In some embodiments, the rotor is sleeved on the outer periphery of the first driving member; or, the rotor is sleeved on the outer periphery of the second driving member.

[0035] In some embodiments, one end of the rotor is connected to one end of the first driving member to drive the first driving member; and / or, one end of the rotor is connected to one end of the second driving member to drive the second driving member.

[0036] The suspension system according to an embodiment of the present invention includes the aforementioned damping device.

[0037] According to the embodiments of the present invention, by employing the aforementioned damping device, the suspension system can simplify its structure and improve its performance.

[0038] The vehicle according to an embodiment of the present invention includes the aforementioned suspension system.

[0039] According to embodiments of the present invention, by employing the aforementioned suspension system, the vehicle structure can be simplified while improving the comfort and stability of the vehicle during driving, thereby enhancing the driving experience.

[0040] Additional aspects and advantages of the invention will become apparent from the description which follows, or may be learned by practice of the invention. Attached Figure Description

[0041] 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:

[0042] Figure 1 This is a schematic diagram of a damping device according to some embodiments of the present invention.

[0043] Figure 2 This is a cross-sectional view of a damping device according to some embodiments of the present invention.

[0044] Figure 3 This is a cross-sectional view of a cam assembly in its initial position according to some embodiments of the present invention.

[0045] Figure 4 This is a cross-sectional view of a cam assembly in an extreme position according to some embodiments of the present invention.

[0046] Figure 5 This is a cross-sectional view of the first active component according to some embodiments of the present invention.

[0047] Figure 6This is a schematic diagram of the first follower in some embodiments of the present invention.

[0048] Figure 7 This is a cross-sectional view of the first follower in some embodiments of the present invention.

[0049] Figure 8 This is a cross-sectional view of the second active component according to some embodiments of the present invention.

[0050] Figure 9 This is a schematic diagram of the second follower in some embodiments of the present invention.

[0051] Figure 10 This is a cross-sectional view of the second follower in some embodiments of the present invention.

[0052] Figure 11 This is a schematic diagram of a connector according to some embodiments of the present invention.

[0053] Figure label:

[0054] 1000, Damping device;

[0055] 100. Cam assembly;

[0056] 11. First cam mechanism;

[0057] 110. First driving component; 111. First helical guide rail;

[0058] 130. First driven member; 131. First mating part; 132. First cavity;

[0059] 12. Second cam mechanism;

[0060] 120. Second driving component; 121. Second helical guide rail;

[0061] 140. Second driven member; 141. Second mating part;

[0062] 150. Connector; 151. First ring; 152. Second ring; 153. Connecting rib;

[0063] 160. Connecting end cap;

[0064] 200. Drive component; 210. Stator; 220. Rotor;

[0065] 300, outer casing; 310, first casing; 320, second casing; 330, first end cap; 340, second end cap;

[0066] 400, First sliding bearing; 500, Second sliding bearing;

[0067] 600, First rolling bearing; 700, Second rolling bearing. Detailed Implementation

[0068] 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.

[0069] 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" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this 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. Therefore, they should not be construed as limitations on this invention.

[0070] The cam assembly 100 of an embodiment of the present invention is described below with reference to the accompanying drawings.

[0071] Combination Figure 2 , Figure 3 and Figure 4 As shown, a cam assembly 100 according to an embodiment of the present invention includes: a first cam mechanism 11 and a second cam mechanism 12.

[0072] Among them, combined Figure 2 , Figure 3 and Figure 4 As shown, the first cam mechanism 11 includes a first driving member 110 and a first driven member 130, with the first driving member 110 driving the first driven member 130 to move. This enables the first cam mechanism 11 to generate motion, so as to control the movement of the structural components connected to it using the first cam mechanism 11.

[0073] The movement mentioned here can be understood as motion.

[0074] Combination Figure 2 , Figure 3 and Figure 4 As shown, the second cam mechanism 12 includes a second driving member 120 and a second driven member 140, with the second driving member 120 driving the second driven member 140 to move. This enables the second cam mechanism 12 to generate motion, thereby facilitating the control of the movement of connected structural components using the second cam mechanism 12.

[0075] The movement mentioned here can also be understood as motion.

[0076] As can be seen from the above structure, the cam assembly 100 of the present invention, by setting a first cam mechanism 11 and a second cam mechanism 12, and setting both the first cam mechanism 11 and the second cam mechanism 12 to generate movement, can reduce vibration during vehicle operation when the cam assembly 100 is integrated into the vehicle, thereby improving the stability and comfort of the vehicle during operation and thus enhancing the driving experience.

[0077] At the same time, by using the cam assembly 100 to reduce vibration during vehicle operation, it is also beneficial to simplify the structure of the damping device 1000, thereby reducing the manufacturing cost of the damping device 1000 and reducing the difficulty of installation, disassembly and maintenance of the damping device 1000, and improving the performance of the damping device 1000.

[0078] Understandably, compared to existing technologies, this application utilizes the cam assembly 100 to reduce vibrations during vehicle operation. This not only improves the stability and comfort of the vehicle during operation but also simplifies the structure of the damping device 1000, reduces the manufacturing cost of the damping device 1000, and lowers the difficulty of assembling, disassembling, and maintaining the damping device 1000.

[0079] In some embodiments, the first active member 110 and the second active member 120 are both formed as cylindrical cams. Since the cylindrical cam can precisely control the motion trajectory, speed and acceleration of the follower through its specific profile shape, the use of a cylindrical cam can effectively reduce the vibration during vehicle operation by utilizing the cam assembly 100, thereby improving the stability and comfort of the vehicle during operation and thus enhancing the driving experience.

[0080] Furthermore, since the cylindrical cam design allows power to be directly transmitted to the driven component, reducing intermediate transmission links, it can improve the overall efficiency and operational stability of the cam assembly 100. Moreover, the use of a cylindrical cam can make the structure of the cam assembly 100 relatively simple and occupy less space, making it easier to achieve complex motion control in a limited space, and making it easier to reduce the difficulty of maintenance and replacement of the cam assembly 100.

[0081] In some embodiments, the movement direction of the first follower 130 is opposite to that of the second follower 140. This can be understood as follows: when the first follower 130 moves upward, the second follower 140 moves downward; when the first follower 130 moves downward, the second follower 140 moves upward. In this way, when the cam assembly 100 is integrated into the vehicle, the cam assembly 100 can be used to reduce vibrations during vehicle operation, thereby improving the stability and comfort of the vehicle during driving.

[0082] Meanwhile, by setting the movement direction of the first follower 130 and the movement direction of the second follower 140 to be opposite, the first follower 130 and the second follower 140 can cooperate to expand the stroke of the cam assembly 100, thereby expanding the stroke of the damping device 1000. This allows the damping device 1000 to provide a larger output stroke, enabling the damping device 1000 to be directly used in devices that require a large stroke, expanding the applicability of the damping device 1000 and improving its working performance.

[0083] In some embodiments, one of the first follower 130 and the second follower 140 is adapted to connect to the vehicle body end, and the other is adapted to connect to the vehicle wheel end. This enables the cam assembly 100 to be mounted to the vehicle, while facilitating the adjustment of the distance between the vehicle body end and the wheel end using the cooperation of the first follower 130 and the second follower 140, thereby buffering the impact transmitted from the road surface and improving vehicle comfort.

[0084] In some embodiments, the first driving member 110 is used to drive the first driven member 130 to reciprocate along its axial direction, and the second driving member 120 is used to drive the second driven member 140 to reciprocate along its axial direction, so as to increase or decrease the distance between the vehicle body end and the wheel end by cooperating with the first driven member 130 and the second driven member 140, so as to buffer the impact transmitted by the road surface and improve the comfort of the vehicle.

[0085] in, Figure 3 This diagram shows the cam assembly 100 in its initial position before the first follower 130 and the second follower 140 have moved. Figure 4 This diagram shows the cam assembly 100 in its extreme position, with the first follower 130 and the second follower 140 moved. Figure 4 It can be seen that after the first follower 130 and the second follower 140 move, the maximum distance between the first follower 130 and the second follower 140 increases significantly. Thus, when the cam assembly 100 is applied to the damping device 1000, the damping device 1000 can provide a larger output stroke, so that the damping device 1000 can be directly used in devices that require a large stroke.

[0086] In summary, the cam assembly 100 of the present invention is configured to include a first driving member 110 and a second driving member 120, so as to drive the first driven member 130 and the second driven member 140 to move by the first driving member 110 and the second driving member 120 respectively, thereby adjusting the distance between the vehicle body end and the wheel end.

[0087] Meanwhile, by setting the moving directions of the first follower 130 and the second follower 140 to be opposite, the first follower 130 and the second follower 140 can cooperate to expand the stroke of the cam assembly 100, thereby expanding the stroke of the damping device 1000, so that the damping device 1000 can provide a larger output stroke, and thus the damping device 1000 can be directly used in devices that require a large stroke.

[0088] Understandably, the cam assembly 100 of this application is able to provide a greater output stroke compared to the prior art.

[0089] In the description of this invention, features defined as "first" and "second" may explicitly or implicitly include one or more of the features, used to distinguish and describe features, without any order or importance.

[0090] In some embodiments, the first follower 130 is adapted to connect to the vehicle body end, and the second follower 140 is adapted to connect to the vehicle wheel end, thereby connecting the damping device 1000 between the vehicle body end and the wheel end. When the wheel moves up and down relative to the vehicle body, the first cam mechanism 11 and the second cam mechanism 12 cooperate to control the first follower 130 and the second follower 140 to move towards each other or away from each other, so as to change the distance between the vehicle body end and the wheel end, thereby buffering the impact transmitted by the road surface, while isolating the noise output from the road surface and tires, and improving the comfort of the vehicle.

[0091] The phrase "the first driven member 130 and the second driven member 140 move toward each other" means that the first driven member 130 and the second driven member 140 move simultaneously toward each other, such as... Figure 2 As shown, the first follower 130 moves downwards, and the second follower 140 moves upwards; the first follower 130 and the second follower 140 moving in opposite directions means that the first follower 130 and the second follower 140 move simultaneously in a direction away from each other, such as... Figure 2 As shown, when the first follower 130 moves upward, the second follower 140 moves downward.

[0092] Of course, in some other embodiments, the second follower 140 may be connected to the vehicle body end and the first follower 130 may be connected to the vehicle wheel end; no specific limitation is made here.

[0093] In some embodiments, combined with Figure 1 and Figure 2 As shown, the end of the first follower 130 is provided with a connecting end cover 160. The connecting end cover 160 can seal the cam assembly 100 on the one hand, and can also be used to connect the first follower 130 with the vehicle on the other hand, so as to reduce the difficulty of connecting the first follower 130 with the vehicle.

[0094] In some embodiments, the connecting end cap 160 is connected to the first follower 130 by screws to reduce the difficulty of connecting the connecting end cap 160 and the first follower 130.

[0095] In some embodiments, the bottom of the second follower 140 is formed with an external thread structure. The external thread structure is used to realize the mating connection between the second follower 140 and the vehicle, thereby reducing the difficulty of connecting the second follower 140 and the vehicle, and thus reducing the difficulty of mating connection between the cam assembly 100 and the vehicle.

[0096] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the first cam mechanism 11 is sleeved on the second cam mechanism 12. This can also be understood as the first cam mechanism 11 being sleeved on the outer periphery of the second cam mechanism 12, so as to set the first cam mechanism 11 and the second cam mechanism 12 to be arranged opposite each other in the radial direction of the cam assembly 100, thereby reducing the axial space occupied by the cam assembly 100, achieving the purpose of reducing the axial dimension of the damping device 1000, and reducing the installation difficulty of the damping device 1000.

[0097] It should be noted that by fitting the first cam mechanism 11 around the outer periphery of the second cam mechanism 12, compared with the existing ordinary cylindrical cam, the cam assembly 100 of this application can output a larger stroke without increasing the axial dimension, thereby enabling the damping device 1000 of this application to provide a larger output stroke while occupying a smaller axial space.

[0098] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the first cam mechanism 11 is hollow inside, and at least part of the second cam mechanism 12 is disposed inside the first cam mechanism 11, so as to realize the first cam mechanism 11 being fitted onto the second cam mechanism 12 and reduce the difficulty of the first cam mechanism 11 and the second cam mechanism 12 cooperating.

[0099] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4As shown, the first driven member 130 includes a first cavity 132, and at least a portion of the second driving member 120 is located in the first cavity 132, such that the first driven member 130 is fitted onto the outer periphery of the second driving member 120. This allows the first cam mechanism 11 to be fitted onto the outer periphery of the second cam mechanism 12, enabling the first cam mechanism 11 and the second cam mechanism 12 to be radially opposite each other in the cam assembly 100. This reduces the axial space occupied by the cam assembly 100, thereby reducing the axial dimension of the damping device 1000 and lowering the installation difficulty of the damping device 1000.

[0100] In some embodiments, combined with Figure 3 , Figure 5 , Figure 6 and Figure 7 As shown, the first driven member 130 is formed as an output sleeve, and the inside of the output sleeve is hollow to form a first cavity 132. At least a portion of the second driving member 120 is located inside the output sleeve, so as to realize that the first driven member 130 is sleeved on the outer periphery of the second driving member 120, thereby reducing the difficulty of the first driven member 130 and the second driving member 120 in mate.

[0101] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the first driving member 110 is sleeved on the outer periphery of the first driven member 130, and at least a portion of the first driven member 130 is adapted to extend beyond the first end of the first driving member 110. Here, the first end of the first driving member 110 can be understood as the upper end of the first driving member 110. That is, the first driven member 130 is disposed within the first driving member 110, and at least a portion of the first driven member 130 extends beyond the upper end of the first driving member 110, so that a connecting end cap 160 can be provided at the end of the first driven member 130, thereby facilitating the connection between the first driven member 130 and the vehicle and reducing the difficulty of connecting the first driven member 130 and the vehicle.

[0102] Meanwhile, by fitting the first driving member 110 around the outer periphery of the first driven member 130, the axial dimension of the first cam mechanism 11 is reduced, and it is also convenient to control the reciprocating movement of the first driven member 130 using the first driving member 110, thus ensuring the working performance of the first driven member 130 to a certain extent.

[0103] In some embodiments, combined with Figure 3 , Figure 5 , Figure 6 and Figure 7As shown, the first driven member 130 is formed as an output sleeve, which is sleeved between the first driving member 110 and the second driving member 120 and is connected to the first driving member 110. This allows the first driving member 110 to be sleeved on the outer periphery of the first driven member 130 and the first driven member 130 to be sleeved on the outer periphery of the second driving member 120. This arrangement of the first driving member 110, the first driven member 130, and the second driving member 120 in a radially opposite manner to each other in the cam assembly 100 further reduces the axial space occupied by the cam assembly 100.

[0104] In summary, when the first driving member 110 is sleeved on the outer periphery of the second driving member 120, the first driven member 130 is sleeved between the first driving member 110 and the second driving member 120, so as to realize that the first driving member 110, the first driven member 130 and the second driving member 120 are arranged opposite each other in the radial direction of the cam assembly 100, thereby further reducing the axial space occupied by the cam assembly 100.

[0105] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the first end of the second active member 120 is correspondingly configured with the first end of the first active member 110, and the second end of the second active member 120 is correspondingly configured with the second end of the first active member 110. This can be understood as follows: when the first end of the second active member 120 is located at its upper end, the first end of the first active member 110 is also located at its upper end, thus achieving a corresponding configuration between the first ends of the second active member 120 and the first ends of the first active member 110; when the second end of the second active member 120 is located at its lower end, the second end of the first active member 110 is also located at its lower end, thus achieving a corresponding configuration between the second ends of the second active member 120 and the second ends of the first active member 110.

[0106] Here, the first end of the second active member 120 can be understood as the upper end of the second active member 120, the second end of the second active member 120 can be understood as the lower end of the second active member 120, and the second end of the first active member 110 can be understood as the lower end of the first active member 110.

[0107] In other words, the upper end of the second active member 120 is correspondingly set to the upper end of the first active member 110, and the lower end of the second active member 120 is correspondingly set to the lower end of the first active member 110. This facilitates the fitting and cooperation of the first active member 110 and the second active member 120, thereby reducing the axial space occupied by the cam assembly 100.

[0108] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4As shown, the second driving member 120 is sleeved on the outer periphery of the second driven member 140, and at least a portion of the second driven member 140 is adapted to extend beyond the second end of the second driving member 120. That is, the second driven member 140 is disposed within the second driving member 120 and at least a portion of the second driven member 140 extends beyond the lower end of the second driving member 120, so as to facilitate the connection between the second driven member 140 and the vehicle, reduce the difficulty of connecting the second driven member 140 and the vehicle, thereby integrating the cam assembly 100 into the vehicle and ensuring the working performance of the cam assembly 100.

[0109] Meanwhile, by fitting the second driving member 120 around the outer periphery of the second driven member 140, the axial dimension of the second cam mechanism 12 is reduced, and it is also convenient to control the reciprocating movement of the second driven member 140 using the second driving member 120, thus ensuring the working performance of the second driven member 140 to a certain extent.

[0110] In some embodiments, such as Figure 2 , Figure 3 and Figure 8 As shown, the second driving member 120 is hollow inside, and at least part of the second driven member 140 is disposed inside the second driving member 120, so as to realize the second driving member 120 being fitted onto the second driven member 140 and reduce the difficulty of the second driving member 120 and the second driven member 140 in mate.

[0111] In summary, in the cam assembly 100 of this application, the second driving member 120 is sleeved on the outer periphery of the second driven member 140, the first driven member 130 is sleeved on the outer periphery of the second driving member 120, and the first driving member 110 is sleeved on the outer periphery of the first driven member 130. This achieves the sequential sleeved cooperation of the second driven member 140, the second driving member 120, the first driven member 130, and the first driving member 110, thereby reducing the axial space occupied by the cam assembly 100, reducing the axial dimension of the damping device 1000, lowering the installation difficulty of the damping device 1000, and enabling the damping device 1000 of this application to provide a larger output stroke while occupying a smaller axial space.

[0112] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the first cam mechanism 11 and the second cam mechanism 12 are arranged coaxially. This avoids interference between the first cam mechanism 11 and the second cam mechanism 12 when they move, ensures the motion performance of the first cam mechanism 11 and the second cam mechanism 12 to a certain extent, and also reduces the assembly difficulty of the first cam mechanism 11 and the second cam mechanism 12.

[0113] It should be noted that the coaxial arrangement of the first cam mechanism 11 and the second cam mechanism 12 mentioned here can be understood as the coaxial arrangement of the second follower 140, the second driving member 120, the first follower 130 and the first driving member 110, that is, the axes of the second follower 140, the second driving member 120, the first follower 130 and the first driving member 110 coincide.

[0114] Of course, in some other embodiments, the axes of the first cam mechanism 11 and the second cam mechanism 12 may also be spaced apart, and in the radial direction of the cam assembly 100, the axes of the first cam mechanism 11 and the second cam mechanism 12 are parallel to each other. This can also avoid interference between the first cam mechanism 11 and the second cam mechanism 12 when they move, thus ensuring the motion performance of the first cam mechanism 11 and the second cam mechanism 12.

[0115] In specific examples, combined Figure 2 , Figure 3 and Figure 4 As shown, the first cam mechanism 11 is sleeved on the outer periphery of the second cam mechanism 12, and the first cam mechanism 11 and the second cam mechanism 12 are arranged coaxially.

[0116] In some embodiments, the first driving member 110 and the first driven member 130 are movably coupled through a first guide assembly, so that the first driving member 110 can drive the first driven member 130 to move when it rotates. This enables the first driven member 130 to move effectively in a predetermined direction, reducing the difficulty of motion control of the first driven member 130.

[0117] Meanwhile, by using the first guide component to achieve movable cooperation between the first driving member 110 and the first driven member 130, it is also possible to ensure that the first driven member 130 can move accurately in a predetermined direction, thereby ensuring the positional accuracy of the first driven member 130 during movement and improving the working performance of the first driven member 130. This makes it easier to use the cooperation of the first driven member 130 and the second driven member 140 to adjust the distance between the vehicle body end and the wheel end, so as to buffer the impact transmitted by the road surface and improve the comfort of the vehicle.

[0118] In some embodiments, combined with Figure 3 , Figure 5 , Figure 6 and Figure 7As shown, the first guide assembly includes a first mating part 131 and a first helical guide rail 111. One of the first mating part 131 and the first helical guide rail 111 is located on the outer periphery of the first driven member 130, and the other is located on the inner peripheral wall of the first driving member 110. The first mating part 131 and the first helical guide rail 111 are movably mated. This allows for the movable mating of the first driving member 110 and the first driven member 130, reduces the difficulty of their movement, facilitates the control of the first driven member 130 by the first driving member 110, and reduces the control difficulty of the first driven member 130, thereby ensuring the working performance of the first driven member 130 to a certain extent.

[0119] In some embodiments, combined with Figure 3 , Figure 5 , Figure 6 and Figure 7 As shown, the first mating part 131 is disposed on the outer periphery of the first driven member 130, and the first spiral guide rail 111 is disposed on the inner peripheral wall of the first driving member 110. The first mating part 131 and the first spiral guide rail 111 are movably mated to achieve the movable mating of the first driving member 110 and the first driven member 130.

[0120] Of course, in some other embodiments, the first spiral guide rail 111 can be disposed on the outer periphery of the first driven member 130, and the first mating part 131 can be disposed on the inner peripheral wall of the first driving member 110. In this way, when the first mating part 131 is movably mated with the first spiral guide rail 111, the first driving member 110 and the first driven member 130 can also be movably mated.

[0121] In some embodiments, combined with Figure 3 , Figure 5 , Figure 6 and Figure 7 As shown, the first driven member 130 is formed as an output sleeve. The outer periphery of the output sleeve is provided with a first mating part 131. The inner peripheral wall of the first driving member 110 is provided with a first spiral guide rail 111 that is movably engaged with the first mating part 131, so that when the first driving member 110 rotates, it can drive the first driven member 130 to reciprocate. That is, when the output sleeve is sleeved between the first driving member 110 and the second driving member 120, the first mating part 131 is provided on the outer periphery of the output sleeve so that the first mating part 131 can be set close to the inner peripheral wall of the first driving member 110, thereby enabling the first mating part 131 and the first spiral guide rail 111 to achieve movable engagement.

[0122] It should be noted that the first spiral guide rail 111 mentioned above can be a first spiral groove or a first spiral protrusion. When the first spiral guide rail 111 is a first spiral groove, the first mating part 131 is a first mating protrusion formed on the outer periphery of the first driven member 130. The first mating protrusion can be movably mated in the first spiral groove. In this way, when the first driving member 110 rotates, the reciprocating movement of the first driven member 130 can be controlled. When the first spiral guide rail 111 is a first spiral protrusion, a groove that mates with the first spiral protrusion can be formed on the first mating part 131. The first mating part 131 can be movably mated with the first spiral protrusion through the groove. In this way, when the first driving member 110 rotates, the reciprocating movement of the first driven member 130 can also be controlled.

[0123] In some embodiments, combined with Figure 3 , Figure 5 , Figure 6 and Figure 7 As shown, the first mating part 131 is a first mating protrusion, and the first spiral guide rail 111 is a first spiral groove. The first spiral groove is provided on the inner peripheral wall of the first driving member 110, and the groove depth of the first spiral groove is less than the wall thickness of the first driving member 110. This means that when the first mating part 131 is formed as the first mating protrusion, the first spiral guide rail 111 is formed as the first spiral groove, and the first mating protrusion can be movably fitted within the first spiral groove to control the reciprocating movement of the first driven member 130.

[0124] Meanwhile, when the first spiral groove is provided on the inner peripheral wall of the first active member 110, setting the groove depth of the first spiral groove to be less than the wall thickness of the first active member 110 is beneficial to improving the structural strength of the second active member 120.

[0125] It should be noted that, since the first active component 110 is sleeved on the outer periphery of the second active component 120, when the groove depth of the first spiral groove is set to be less than the wall thickness of the first active component 110, the area of ​​the outer surface of the peripheral wall of the first active component 110 can be guaranteed. This is beneficial for the first active component 110 to connect with the structural component (rotor 220 in the following text) located on the outer periphery of the first active component 110 through the outer surface of the peripheral wall, thereby reducing the connection difficulty and improving the connection quality.

[0126] Of course, in some other embodiments, the first spiral groove can also be configured to penetrate the side wall of the first active member 110 to reduce the forming difficulty of the first spiral guide rail 111 and facilitate processing.

[0127] In some embodiments, combined with Figure 3 , Figure 6 and Figure 7 As shown, the first mating part 131 is located below the first driven member 130, so that the first driving member 110 can drive the first driven member 130 to move upward when it rotates.

[0128] In some embodiments, the second driving member 120 and the second driven member 140 are movably coupled through a second guide assembly, so that the second driving member 120 can drive the second driven member 140 to move when it rotates. This enables the second driven member 140 to move effectively in a predetermined direction, reducing the difficulty of motion control of the second driven member 140.

[0129] Meanwhile, by using the second guide component to achieve movable cooperation between the second driving member 120 and the second driven member 140, it is also possible to ensure that the second driven member 140 can move accurately in a predetermined direction, thereby ensuring the positional accuracy of the second driven member 140 during movement and improving the working performance of the second driven member 140. This makes it easier to use the cooperation of the first driven member 130 and the second driven member 140 to adjust the distance between the vehicle body end and the wheel end, so as to buffer the impact transmitted by the road surface and improve the comfort of the vehicle.

[0130] In some embodiments, combined with Figure 2 , Figure 8 , Figure 9 and Figure 10 As shown, the second guide assembly includes a second mating part 141 and a second helical guide rail 121. One of the second mating part 141 and the second helical guide rail 121 is located on the outer periphery of the second driven member 140, and the other is located on the inner peripheral wall of the second driving member 120. The second mating part 141 and the second helical guide rail 121 are movably engaged. This allows for the movable engagement of the second driving member 120 and the second driven member 140, reduces the difficulty of moving the second driving member 120 and the second driven member 140 together, facilitates the control of the reciprocating movement of the second driven member 140 using the second driving member 120, reduces the control difficulty of the second driven member 140, and to a certain extent ensures the working performance of the second driven member 140.

[0131] In some embodiments, combined with Figure 2 , Figure 8 , Figure 9 and Figure 10 As shown, the second mating part 141 is disposed on the outer periphery of the second driven member 140, and the second spiral guide rail 121 is disposed on the inner peripheral wall of the second driving member 120. The second mating part 141 and the second spiral guide rail 121 are movably mated to achieve the movable mating of the second driving member 120 and the second driven member 140.

[0132] Of course, in some other embodiments, the second spiral guide rail 121 can be disposed on the outer periphery of the second driven member 140, and the second mating part 141 can be disposed on the inner peripheral wall of the second driving member 120. In this way, when the second mating part 141 is movably mated with the second spiral guide rail 121, the second driving member 120 and the second driven member 140 can also be movably mated.

[0133] In some embodiments, combined with Figure 2 , Figure 8 , Figure 9 and Figure 10 As shown, the second driven member 140 is an output rod, and a second mating part 141 is provided on the outer periphery of the output rod. A second spiral guide rail 121 is provided on the inner peripheral wall of the second driving member 120, which is movably mated with the second mating part 141, so that when the second driving member 120 rotates, it can drive the second driven member 140 to reciprocate. That is, when the second driving member 120 is sleeved on the outer periphery of the second driven member 140, the second mating part 141 is provided on the outer periphery of the second driven member 140, so that the second mating part 141 can be set close to the inner peripheral wall of the second driving member 120, thereby realizing the movable mating between the second mating part 141 and the second spiral guide rail 121.

[0134] Meanwhile, by setting the second driven member 140 as an output rod, the second driven member 140 is placed inside the second driving member 120 so that the second driving member 120 can be sleeved on the outer periphery of the second driven member 140. At the same time, the structural strength of the second driven member 140 is improved, and the working performance of the second driven member 140 is guaranteed to a certain extent.

[0135] In other words, the first follower 130 and the second follower 140 have different structures.

[0136] The first driven member 130, which is connected to the first driving member 110, is cylindrical, so that the first driven member 130 forms an output sleeve. The second driven member 140, which is connected to the second driving member 120, is rod-shaped, so that the second driven member 140 forms an output rod. This facilitates the sequential fitting and engagement of the second driven member 140, the second driving member 120, the first driven member 130, and the first driving member 110, thereby reducing the axial space occupied by the cam assembly 100, reducing the axial dimension of the damping device 1000, and lowering the installation difficulty of the damping device 1000.

[0137] It should be noted that the second spiral guide rail 121 mentioned above can be a second spiral groove or a second spiral protrusion. When the second spiral guide rail 121 is a second spiral groove, the second mating part 141 is a second mating protrusion formed on the outer periphery of the second driven member 140. The second mating protrusion can be movably mated in the second spiral groove. In this way, when the second driving member 120 rotates, the reciprocating movement of the second driven member 140 can be controlled. When the second spiral guide rail 121 is a second spiral protrusion, a groove that mates with the second spiral protrusion can be formed on the second mating part 141. The second mating part 141 can be movably mated with the second spiral protrusion through the groove. In this way, when the second driving member 120 rotates, the reciprocating movement of the second driven member 140 can also be controlled.

[0138] In some embodiments, combined with Figure 2 , Figure 8 , Figure 9 and Figure 10 As shown, the second mating part 141 is a second mating protrusion, and the second spiral guide rail 121 is a second spiral groove. The second spiral groove is provided on the inner peripheral wall of the second driving member 120 and penetrates the side wall of the second driving member 120. This means that when the second mating part 141 is formed as the second mating protrusion, the second spiral guide rail 121 is formed as the second spiral groove, and the second mating protrusion can be movably fitted within the second spiral groove to control the reciprocating movement of the second driven member 140.

[0139] Meanwhile, when the second spiral groove is located on the inner peripheral wall of the second active member 120, the second spiral groove is configured to penetrate the side wall of the second active member 120 to reduce the forming difficulty of the second spiral guide rail 121 and facilitate processing.

[0140] Of course, in some other embodiments, the groove depth of the second spiral groove can be set to be less than the wall thickness of the second active member 120 in order to improve the structural strength of the second active member 120.

[0141] In some embodiments, combined with Figure 3 , Figure 9 and Figure 10 As shown, the second mating part 141 is located above the second driven member 140, so that the second driving member 120 can drive the second driven member 140 to move downward when rotating, thereby realizing the use of the first driven member 130 and the second driven member 140 to provide a larger output stroke.

[0142] In some embodiments, the first follower 130 and the second follower 140 move synchronously. That is, during the movement of the first follower 130, the second follower 140 moves accordingly, and simultaneously during the movement of the second follower 140, the first follower 130 also moves accordingly, so that the first follower 130 and the second follower 140 can move towards each other or away from each other at the same time. This facilitates changing the distance between the vehicle body end and the wheel end by coordinating the first follower 130 and the second follower 140, and enables the damping device 1000 to provide a larger output stroke.

[0143] In some embodiments, the first driving member 110 and the second driving member 120 are linked. This can be understood as the first driving member 110 moving, driving the second driving member 120 to move, or the second driving member 120 moving, driving the first driving member 110 to move. Since the first driving member 110 drives the first driven member 130 to move and the second driving member 120 drives the second driven member 140 to move, the first driven member 130 and the second driven member 140 move synchronously, thereby reducing the difficulty of synchronizing the first driven member 130 and the second driven member 140, so that the first driven member 130 and the second driven member 140 can move towards each other or away from each other at the same time, thereby facilitating the use of the first driven member 130 and the second driven member 140 to change the distance between the vehicle body end and the wheel end.

[0144] Meanwhile, by linking the first active member 110 and the second active member 120, it is possible to drive the first active member 110 and the second active member 120 to rotate simultaneously using only one driving member 200 (the specific structure of the driving member 200 can be seen below). This reduces the difficulty of controlling the first active member 110 and the second active member 120, while also reducing the number of driving members 200 used, simplifying the structure of the damping device 1000, thereby reducing the manufacturing cost of the damping device 1000, and further reducing the size of the damping device 1000 and the installation difficulty of the damping device 1000.

[0145] In other words, the damping device 1000 of this application doubles the output linear motion stroke of the damping device 1000 without occupying too much axial space and using only one drive member 200.

[0146] Of course, in some other embodiments, the rotation of the first active member 110 and the second active member 120 can also be controlled separately.

[0147] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the center lines of the first active component 110 and the second active component 120 coincide, so as to facilitate the linkage between the first active component 110 and the second active component 120 and reduce the control difficulty of the first active component 110 and the second active component 120.

[0148] In some embodiments, the first driving member 110 drives the second driving member 120 to rotate. This enables the first driving member 110 and the second driving member 120 to move in tandem, thereby facilitating the synchronous movement of the first driven member 130 and the second driven member 140.

[0149] Of course, in some other embodiments, the second driving member 120 can also drive the first driving member 110 to rotate, so that the first driving member 110 and the second driving member 120 can be linked together, thereby realizing the synchronous movement of the first driven member 130 and the second driven member 140.

[0150] In some embodiments, combined with Figure 2 and Figure 11 As shown, the cam assembly 100 also includes a connector 150, which connects the first drive member 110 and the second drive member 120. This enables the first drive member 110 and the second drive member 120 to work together, reducing the control difficulty of the first drive member 110 and the second drive member 120, and also helps to reduce the number of drive members 200 used.

[0151] In some embodiments, such as Figure 11 As shown, the connector 150 includes a first ring 151 and a second ring 152 that fit together. The first ring 151 and the second ring 152 are spaced apart radially from each other in the connector 150. The first ring 151 and the second ring 152 are connected by a plurality of connecting ribs 153. The first ring 151 and the second ring 152 are respectively provided with a plurality of threaded holes evenly arranged in a circle. The first ring 151 is fixedly connected to the first driving member 110 by a screw passing through the threaded hole. The second ring 152 is fixedly connected to the second driving member 120 by a screw passing through the threaded hole. This achieves the fixed connection of the connector 150 with the first driving member 110 and the second driving member 120 respectively, enabling the first driving member 110 and the second driving member 120 to work together, reducing the control difficulty of the first driving member 110 and the second driving member 120.

[0152] In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0153] Optionally, such as Figure 11 As shown, multiple connecting ribs 153 are spaced apart to form weight-reducing holes between two adjacent connecting ribs 153, thereby reducing the weight of the connector 150 and lowering the manufacturing cost of the connector 150.

[0154] Of course, in some other embodiments, the connector 150, the first active member 110, and the second active member 120 can also be formed as a single piece. That is, the connector 150, the first active member 110, and the second active member 120 are manufactured using an integral molding process, so that the first active member 110 and the second active member 120 are formed as a single component. On the one hand, this facilitates the simultaneous driving of the first active member 110 and the second active member 120 by a single driving member 200, reducing the control difficulty of the first active member 110 and the second active member 120, and reducing the number of driving members 200 used. On the other hand, it also eliminates the need for the connector 150 to connect with the first active member 110 and the second active member 120 respectively, reducing the assembly difficulty of the connector 150, the first active member 110, and the second active member 120, and improving assembly efficiency.

[0155] In some embodiments, such as Figure 2 and Figure 3 As shown, the extension lengths of the first active member 110 and the second active member 120 are the same, so as to facilitate the connection of the first active member 110 and the second active member 120 by the connector 150, reduce the difficulty of connecting the connector 150 with the first active member 110 and the second active member 120, and thus facilitate the linkage control of the first active member 110 and the second active member 120, reducing the difficulty of linkage control of the first active member 110 and the second active member 120.

[0156] In some embodiments, such as Figure 2 As shown, the connector 150 is connected to one axial end of the first active member 110 and the second active member 120.

[0157] In some embodiments, combined with Figure 2 , Figure 3 and Figure 4 As shown, the first driven member 130 is movably engaged with the first helical guide rail 111 on the first driving member 110, and the second driven member 140 is movably engaged with the second helical guide rail 121 on the second driving member 120. The first helical guide rail 111 and the second helical guide rail 121 rotate in opposite directions. Because the first driving member 110 and the second driving member 120 are linked, they rotate synchronously. By setting the helical guide rails 111 and 121 to rotate in opposite directions, the synchronous rotation of the first driving member 110 and the second driving member 120 can drive the first driven member 130 and the second driven member 140 to move towards or away from each other, thereby changing the distance between the vehicle body end and the wheel end, and enabling the damping device 1000 to provide a larger output stroke.

[0158] It should be noted that the opposite rotation direction mentioned here can be understood as follows: in the direction from top to bottom of the cam assembly 100, when the first helical guide rail 111 rotates clockwise, the first helical guide rail 111 rotates counterclockwise.

[0159] In summary, to address the issue of small output stroke in existing cylindrical cams, the cam assembly 100 provided in this application includes two cam mechanisms (a first cam mechanism 11 and a second cam mechanism 12). The first cam mechanism 11 and the second cam mechanism 12 are fitted together. The extension lengths of the first driving member 110 and the second driving member 120 are the same and their center lines coincide. It is worth noting that the first helical guide rail 111 on the first driving member 110 and the second helical guide rail 121 on the second driving member 120 have opposite rotation directions. This allows the first driving member 110 and the second driving member 120 to drive the first driven member 130 and the second driven member 140 to move in directions away from each other, so that the cam assembly 100 can have twice the output stroke of a conventional cylindrical cam with the same extension length. This allows the cam assembly 100 to provide a larger output stroke while occupying a smaller axial space.

[0160] In some embodiments, the first active member 110 and the second active member 120 are formed as the same structural member to facilitate the linkage between the first active member 110 and the second active member 120.

[0161] In some embodiments, the connector 150, the first active member 110 and the second active member 120 may be manufactured using an integral molding process, so that the first active member 110 and the second active member 120 are formed as the same structural member.

[0162] In some embodiments, the second driving member 120 and the first driven member 130 are formed as the same structural member. In this way, when the first driving member 110 drives the first driven member 130 to move, the first driven member 130 can drive the second driving member 120 to move, thus realizing the linkage between the first driving member 110 and the second driving member 120.

[0163] The damping device 1000 of the present invention is described below with reference to the accompanying drawings.

[0164] Combination Figure 1 , Figure 2 and Figure 3 As shown, a damping device 1000 according to an embodiment of the present invention includes a cam assembly 100.

[0165] Among them, the cam assembly 100 is the aforementioned cam assembly 100, and the specific structure of the cam assembly 100 will not be described in detail here.

[0166] As can be seen from the above structure, the damping device 1000 of the present invention, by adopting the aforementioned cam assembly 100, not only reduces the vibration during vehicle operation, but also simplifies the structure of the damping device 1000, reduces the manufacturing cost of the damping device 1000, reduces the difficulty of installation, disassembly and maintenance of the damping device 1000, and improves the performance of the damping device 1000.

[0167] In some embodiments, such as Figure 2 As shown, the damping device 1000 also includes a drive member 200, which is used to drive the first active member 110 and / or the second active member 120 to rotate. This means that the drive member 200 is used to drive the first active member 110 to rotate; or, the drive member 200 is used to drive the second active member 120 to rotate; or, the drive member 200 is used to drive both the first active member 110 and the second active member 120 to rotate. Because the first active member 110 and the second active member 120 are linked, one drive member 200 can simultaneously drive two cam mechanisms to rotate, reducing the number of drive members 200 used and enabling the drive member 200 to effectively control the movement of the first driven member 130 and the second driven member 140, thus ensuring the working performance of the damping device 1000 to a certain extent.

[0168] In some embodiments, the drive member 200 is used to drive the first active member 110 to rotate, and the input torque received by the first active member 110 is transmitted to the second active member 120 to realize the linkage between the first active member 110 and the second active member 120.

[0169] In some embodiments, such as Figure 2 As shown, the driving component 200 includes a motor, which includes a stator 210 and a rotor 220. The stator 210 and rotor 220 are coupled, and the stator 210 is sleeved on the outer periphery of the rotor 220. The rotor 220 drives the first driving component 110 and / or the second driving component 120 to rotate. This means that the rotor 220 drives the first driving component 110 to rotate; or, the rotor 220 drives the second driving component 120 to rotate; or, the rotor 220 drives the first driving component 110 and the second driving component 120 to rotate. Because the first driving component 110 and the second driving component 120 are linked, the driving component 200 can simultaneously drive the first driving component 110 and the second driving component 120 to rotate, so that the first driven component 130 and the second driven component 140 can move towards each other or away from each other, thus ensuring the working performance of the damping device 1000 to a certain extent.

[0170] In some embodiments, such as Figure 2As shown, the rotor 220 is sleeved on the outer periphery of the first driving member 110. This allows the rotor 220 to drive the first driving member 110 to rotate. Since the first driving member 110 and the second driving member 120 are linked, the driving member 200 can simultaneously drive the first driving member 110 and the second driving member 120 to rotate, enabling the first driven member 130 and the second driven member 140 to move towards or away from each other, thus ensuring the working performance of the damping device 1000 to a certain extent.

[0171] Meanwhile, since the stator 210 is sleeved on the outer periphery of the rotor 220, the sequential sleeved engagement of the second driven member 140, the second driving member 120, the first driven member 130, and the first driving member 110 allows the motor to be sleeved on the outer periphery of the cam assembly 100 by sleeved on the outer periphery of the rotor 220 and the first driving member 110. Compared with placing the motor on one axial end of the cam assembly 100, this has at least the following advantages:

[0172] 1. Improve structural compactness: Since the rotor 220 is sleeved on the outer periphery of the first active member 110, the radial space of the rotor 220 can be effectively utilized, thereby making the entire damping device 1000 more compact, thus reducing the space occupied by the damping device 1000 and reducing the installation difficulty of the damping device 1000.

[0173] 2. Improved driving efficiency: Since the rotor 220 is fitted around the outer periphery of the first driving member 110, the rotor 220 and the first driving member 110 can be directly connected, eliminating the need for intermediate transmission components (such as gears, belts, etc.), thereby reducing energy loss during the process of the rotor 220 driving the first driving member 110. This makes energy transmission more efficient and improves driving efficiency.

[0174] 3. Improved driving effect: By sleeved the rotor 220 on the outer periphery of the first driving member 110, the connection point between the rotor 220 and the first driving member 110 is positioned close to the axial center of the first driving member 110. This ensures that when the rotor 220 drives the first driving member 110 to rotate, the axial forces on both ends of the first driving member 110 are evenly distributed. This avoids, to a certain extent, the phenomenon of one end of the first driving member 110 rotating while the other end is stuck, or the uneven response speed at both ends of the first driving member 110. This improves the driving effect of the rotor 220 on the first driving member 110, enabling the first driving member 110 to rotate effectively under the drive of the rotor 220.

[0175] 4. Reduce noise and vibration: Since the rotor 220 is fitted around the outer periphery of the first driving member 110, the intermediate transmission component can be eliminated. The reduction of the intermediate transmission component also means that the noise and vibration caused by friction and vibration of the transmission component are reduced. Therefore, fitting the rotor 220 around the outer periphery of the first driving member 110 can also reduce the noise and vibration of the damping device 1000 and improve its performance.

[0176] 5. Reduced maintenance difficulty: Since the rotor 220 is fitted around the outer periphery of the first driving member 110, the structure of the damping device 1000 can be made more compact and the number of intermediate transmission components can be reduced. This reduces the need for frequent replacement or maintenance due to wear and failure of transmission components, making the maintenance of the damping device 1000 simpler.

[0177] 6. Improved reliability: Reducing the number of transmission components also means reducing potential failure points, thereby improving the reliability and stability of the entire damping device 1000.

[0178] In summary, mounting the rotor 220 around the outer periphery of the first driving member 110 exhibits significant advantages in terms of structural compactness, driving efficiency, driving effect, noise and vibration control, as well as maintenance and reliability, thereby improving the performance of the damping device 1000.

[0179] In some embodiments, such as Figure 2 As shown, when the first active member 110 is sleeved on the outer periphery of the second active member 120, the rotor 220 is sleeved on the outer periphery of the first active member 110 and fixedly connected to the first active member 110. In this way, during the coupling process of the stator 210 and the rotor 220, the rotor 220 can be used to drive the first active member 110 to rotate, so that the drive member 200 can drive the first active member 110 and the second active member 120 to rotate simultaneously.

[0180] It should be noted that the fixed connection between the rotor 220 and the first driving member 110 mentioned above can be achieved by welding, bonding, snap-fitting, bolting, or by means of cylindrical pins, etc., and no specific restrictions are imposed here.

[0181] In some embodiments, the rotor 220 is fitted around the outer periphery of the second actuator 120 (not shown in the example figure). The intended effects can be seen from the intended effects of fitting the rotor 220 around the outer periphery of the first actuator 110, which will not be repeated here.

[0182] It should be noted that when the rotor 220 is sleeved on the outer periphery of the second driving member 120, the second driving member 120 is sleeved on the outer periphery of the first driving member 110. While realizing the rotation of the second driving member 120 by the rotor 220, the first cam mechanism 11 and the second cam mechanism 12 can also be sleeved and cooperated.

[0183] In some embodiments, the rotor 220 is sleeved on the outer periphery of the second driving member 120 and fixedly connected to the second driving member 120, so as to drive the second driving member 120 to rotate using the rotor 220. The fixed connection mentioned here can be in the form of welding, bonding, snap-fitting, bolting, or through cylindrical pins, etc., and no specific limitation is made here.

[0184] In some embodiments, one end of the rotor 220 is connected to one end of the first driving member 110 to drive the first driving member 110 (not shown in the example figure). This achieves the purpose of using the rotor 220 to drive the first driving member 110 to rotate, thereby achieving the purpose of using the driving member 200 to drive the first driving member 110 and the second driving member 120 to rotate.

[0185] This can also be understood as not being limited to the rotor 220 being disposed on the outer periphery of the first active member 110 and fixedly connected to the outer periphery wall of the first active member 110, or the rotor 220 being disposed on one end of the first active member 110 and fixedly connected to the end of the first active member 110.

[0186] In some embodiments, the motor is arranged at the bottom end of the cam assembly 100, and the rotor 220 of the motor is connected to one end of the first driving member 110.

[0187] It should be noted that, compared to placing the motor on the outer periphery of the cam assembly 100, connecting the rotor 220 to one end of the first driving member 110 makes the installation process of the motor and the cam assembly 100 more intuitive and simple, thereby improving the convenience of installation and maintenance of the damping device 1000.

[0188] In some embodiments, one end of the rotor 220 is connected to one end of the second driving member 120 to drive the second driving member 120 (not shown in the example figure). This achieves the purpose of using the rotor 220 to drive the second driving member 120 to rotate, thereby achieving the purpose of using the driving member 200 to drive the first driving member 110 and the second driving member 120 to rotate.

[0189] This can also be understood as not being limited to the rotor 220 being disposed on the outer periphery of the second active member 120 and fixedly connected to the outer periphery wall of the second active member 120, or the rotor 220 being disposed on one end of the second active member 120 and fixedly connected to the end of the second active member 120.

[0190] In some embodiments, the motor is arranged at the bottom end of the cam assembly 100, and the rotor 220 of the motor is connected to one end of the second driving member 120.

[0191] The beneficial effects of connecting one end of the rotor 220 to the second driving member 120 can be seen in the beneficial effects of connecting one end of the rotor 220 to the first driving member 110, and will not be repeated here.

[0192] Of course, in some other embodiments, the motor can also be arranged at the bottom of the cam assembly 100 and the rotor 220 of the motor can be connected to one end of the first active member 110 and the second active member 120 respectively, so as to realize the linkage of the first active member 110 and the second active member 120.

[0193] It should be noted that when the rotor 220 is connected to one end of both the first driving member 110 and the second driving member 120, this can be achieved by connecting the rotor 220 to the connecting member 150, or by directly connecting it to one end of the first driving member 110 and the second driving member 120.

[0194] In some embodiments, such as Figure 1 and Figure 2 As shown, the damping device 1000 also includes a housing 300, which includes a first housing 310 and a second housing 320. The first housing 310 and the second housing 320 are connected and a receiving cavity is formed between the first housing 310 and the second housing 320. The cam assembly 100 and the drive member 200 are both disposed in the receiving cavity, so as to realize the use of the housing 300 to support and protect the cam assembly 100 and the drive member 200, improve the positional stability of the cam assembly 100 and the drive member 200, and extend the service life of the cam assembly 100 and the drive member 200.

[0195] Meanwhile, by placing the drive component 200 inside the receiving cavity, the drive component 200 can be integrated into the entire damping device 1000, which improves space utilization and avoids the space problem of external placement of the drive component 200.

[0196] In some embodiments, such as Figure 2 As shown, the stator 210 is fixedly connected to the second housing 320 so as to support the stator 210 by utilizing the second housing 320, thereby improving the positional stability of the stator 210 and ensuring the working performance of the stator 210 to a certain extent.

[0197] In a specific example, the stator 210 is interference-fitted onto the second housing 320 via a shoulder or bushing.

[0198] In some embodiments, combined with Figure 1 and Figure 2 As shown, the first housing 310 has a first end cap 330 at the end opposite to the second housing 320, and the first driven member 130 passes through the first end cap 330 and is connected to the vehicle body end; the second housing 320 has a second end cap 340 at the end opposite to the first housing 310, and the second driven member 140 passes through the second end cap 340 and is connected to the wheel end, so as to connect the damping device 1000 between the vehicle body end and the wheel end and reduce the difficulty of connecting the damping device 1000 to the vehicle.

[0199] Optionally, the first housing 310 and the second housing 320 are fixed together by bolts, the first end cap 330 is fixed to the first housing 310 by screws, and the second end cap 340 is fixed to the second housing 320 by screws to form the outer shell 300, thereby reducing the molding difficulty of the outer shell 300 and improving the structural stability of the outer shell 300.

[0200] In some embodiments, such as Figure 2 As shown, a first sliding bearing 400 is provided between the first driven member 130 and the first end cover 330 to realize the sliding engagement between the first driven member 130 and the first end cover 330, ensuring that the first driving member 110 can effectively drive the first driven member 130 to reciprocate, and at the same time guide the movement of the first driven member 130, so that the first driven member 130 can move in a predetermined direction, thereby ensuring the positional stability of the first driven member 130 during movement to a certain extent and improving the working performance of the damping device 1000.

[0201] Optionally, such as Figure 2 As shown, a second sliding bearing 500 is provided between the second driven member 140 and the second end cover 340 to achieve sliding engagement between the second driven member 140 and the second end cover 340, ensuring that the second driving member 120 can effectively drive the second driven member 140 to reciprocate, and at the same time guide the movement of the second driven member 140 so that the second driven member 140 can move in a predetermined direction, thereby ensuring the positional stability of the second driven member 140 during movement to a certain extent and improving the working performance of the damping device 1000.

[0202] In some embodiments, such as Figure 2 As shown, one axial end of the first active member 110 is connected to the connecting member 150, and the other end of the first active member 110 is connected to the first end cover 330 through the first rolling bearing 600, so as to realize the first active member 110 is supported by the connecting member 150 and the first end cover 330, thereby improving the positional stability of the first active member 110 and ensuring the working performance of the first active member 110 to a certain extent.

[0203] Optionally, such as Figure 2 As shown, the connector 150 is connected to the second end cover 340 through the second rolling bearing 700. While ensuring that the connector 150 can rotate relative to the second end cover 340, the second end cover 340 can also support the connector 150, improve the positional stability of the connector 150, and ensure the working performance of the connector 150 to a certain extent.

[0204] It should be noted that, by Figure 2It is understood that the second active component 120 of this application is constrained by the overall structure, with its lower end supported by the connector 150 and its upper end unsupported, and its stress is equivalent to that of a cantilever beam.

[0205] In some embodiments, in order to improve the positional stability of the second active member 120, a fixed shaft may be provided in the circumferential direction of the second active member 120, and a rolling bearing may be arranged between the second active member 120 and the fixed shaft, so as to realize the support of the second active member 120 by the fixed shaft, improve the positional stability of the second active member 120, and ensure the working performance of the second active member 120 to a certain extent.

[0206] With the above configuration, in a specific embodiment, when the damping device 1000 is working, the motor rotates forward. At this time, the rotor 220 of the motor is driven to rotate by the electromagnetic force of the stator 210, thereby driving the first active member 110 to rotate. Since the first active member 110 and the second active member 120 are connected by the connecting member 150, the first active member 110 and the second active member 120 rotate synchronously. At this time, the first helical guide rail 111 on the first active member 110 and the first mating part 131 on the first driven member 130 cooperate to drive the first driven member 130 to move upward in a straight line. The second helical guide rail 121 on the second active member 120 and the second mating part 141 on the second driven member 140 cooperate to drive the second driven member 140 to move downward in a straight line. The cam assembly 100 switches from the initial position to the extreme position. When the motor reverses, the cam assembly 100 can be switched from the extreme position to the initial position, thereby enabling the cam assembly 100 to switch back and forth between the initial position and the extreme position, achieving the purpose of vibration reduction using the damping device 1000.

[0207] The suspension system of an embodiment of the present invention is described below.

[0208] A suspension system according to an embodiment of the present invention includes: a damping device 1000.

[0209] Among them, the damping device 1000 is the aforementioned damping device 1000, and the specific structure of the damping device 1000 will not be described in detail here.

[0210] As can be seen from the above structure, the suspension system of this embodiment of the invention, by adopting the aforementioned damping device 1000, helps to simplify the structure of the suspension system and improve the working performance of the suspension system.

[0211] At the same time, since the damping device 1000 can provide a larger output stroke, by adopting the aforementioned damping device 1000, the suspension system can also be used in devices that require a large stroke, thus expanding the applicability of the suspension system.

[0212] The vehicle according to an embodiment of the present invention is described below.

[0213] A vehicle according to an embodiment of the present invention includes a suspension system.

[0214] The suspension system is the same as described above, and its specific structure will not be elaborated here.

[0215] As can be seen from the above structure, the vehicle of the present invention, by adopting the aforementioned suspension system, simplifies the vehicle structure while improving the comfort and stability of the vehicle during driving, thereby enhancing the driving experience.

[0216] The vehicles mentioned here can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc.

[0217] 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.

[0218] The driving principles of the cam assembly 100, damping device 1000, suspension system, and other vehicle components, such as the electric motor, according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0219] In the description of this specification, references to terms such as "embodiment," "example," 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, 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.

[0220] 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. A cam assembly, characterized by, The application relates to a cam mechanism. The first cam mechanism (11) comprises a first driving part (110) and a first driven part (130), and the first driving part (110) drives the first driven part (130) to move. The second cam mechanism (12) comprises a second driving part (120) and a second driven part (140), and the second driving part (120) drives the second driven part (140) to move.

2. The cam assembly of claim 1, wherein The moving direction of the first driven part (130) is opposite to that of the second driven part (140).

3. The cam assembly of claim 1 or 2, wherein, The first cam mechanism (11) is sleeved on the second cam mechanism (12).

4. The cam assembly of claim 3, wherein, The first driven part (130) comprises a first cavity (132), and at least part of the second driving part (120) is located in the first cavity (132), so that the first driven part (130) is sleeved on the outer periphery of the second driving part (120).

5. The cam assembly of any one of claims 1-4, wherein, The first driving part (110) is sleeved on the outer periphery of the first driven part (130), and at least part of the first driven part (130) is adapted to protrude from the first end of the first driving part (110). The first end of the second driving part (120) is correspondingly arranged with the first end of the first driving part (110), and the second end of the second driving part (120) is correspondingly arranged with the second end of the first driving part (110); the second driving part (120) is sleeved on the outer periphery of the second driven part (140), and at least part of the second driven part (140) is adapted to protrude from the second end of the second driving part (120).

6. The cam assembly of claim 5, wherein, The first cam mechanism (11) and the second cam mechanism (12) are coaxially arranged.

7. The cam assembly of claim 5, wherein, The first driving part (110) and the first driven part (130) are movably connected through a first guide assembly, so that the first driving part (110) can drive the first driven part (130) to move when the first driving part (110) rotates.

8. The cam assembly of claim 7, wherein, The first guide assembly comprises a first matching part (131) and a first spiral guide rail (111), one of the first matching part (131) and the first spiral guide rail (111) is arranged on the outer periphery of the first driven part (130), and the other is arranged on the inner peripheral wall of the first driving part (110); and the first matching part (131) and the first spiral guide rail (111) are movably connected.

9. The cam assembly of claim 8, wherein, The first matching part (131) is a first matching protrusion, the first spiral guide rail (111) is a first spiral groove, the first spiral groove is arranged on the inner peripheral wall of the first driving part (110), and the groove depth of the first spiral groove is smaller than the wall thickness of the first driving part (110).

10. The cam assembly of claim 5, wherein, The second driving part (120) and the second driven part (140) are movably connected through a second guide assembly, so that the second driving part (120) can drive the second driven part (140) to move when the second driving part (120) rotates.

11. The cam assembly of claim 10, wherein, The second guiding assembly comprises a second matching part (141) and a second spiral guide rail (121), one of which is arranged on the outer periphery of the second driven part (140), and the other is arranged on the inner peripheral wall of the second driving part (120), and the second matching part (141) and the second spiral guide rail (121) are movably matched.

12. The cam assembly of claim 11, wherein, The second matching part (141) is a second matching protrusion, and the second spiral guide rail (121) is a second spiral groove arranged on the inner peripheral wall of the second driving part (120) and penetrating the side wall of the second driving part (120).

13. The cam assembly of any one of claims 1-12, wherein, The first driven part (130) and the second driven part (140) move synchronously.

14. The cam assembly of any one of claims 1-13, wherein, The first driving part (110) and the second driving part (120) are linked.

15. The cam assembly of any one of claims 1-14, wherein, The first driving part (110) drives the second driving part (120) to rotate.

16. The cam assembly of any one of claims 1-15, wherein, The cam assembly further comprises a connecting part (150) connecting the first driving part (110) and the second driving part (120).

17. The cam assembly of claim 16, wherein, The first driven part (130) and the second driven part (140) are movably matched with the first driving part (110) and the second driving part (120) through the first spiral guide rail (111) and the second spiral guide rail (121), respectively, the first driving part (110) and the second driving part (120) are linked, and the first spiral guide rail (111) and the second spiral guide rail (121) are opposite in rotation direction.

18. The cam assembly of any one of claims 1-17, wherein, One of the first driven part (130) and the second driven part (140) is adapted to connect the body end of the vehicle, and the other is adapted to connect the wheel end of the vehicle.

19. The cam assembly of any one of claims 1-18, wherein, The first driving part (110) and the second driving part (120) are formed as the same structural part.

20. The cam assembly of any one of claims 1-19, wherein, The second driving part (120) and the first driven part (130) are formed as the same structural part.

21. A damping device, characterized by The cam assembly comprises a connecting part (150) connecting the first driving part (110) and the second driving part (120).

22. The damping device of claim 21, wherein, The damping device comprises a driving part (200) for driving the first driving part (110) and / or the second driving part (120) to rotate.

23. The damping device of claim 22, wherein, The driving part (200) comprises a motor comprising a stator (210) and a rotor (220), the stator (210) and the rotor (220) are coupled, the stator (210) is arranged on the outer periphery of the rotor (220), and the rotor (220) drives the first driving part (110) and / or the second driving part (120) to rotate.

24. The damping device of claim 23, wherein, The first driving part (110) and the second driving part (120) are linked.

25. The damping device of claim 24, wherein, The rotor (220) is arranged on the outer periphery of the first driving part (110); or, the rotor (220) is arranged on the outer periphery of the second driving part (120).

26. The damping device of claim 24, wherein, One end of the rotor (220) is connected to one end of the first driving part (110) to drive the first driving part (110); and / or, One end of the rotor (220) is connected with one end of the second driving member (120) to drive the second driving member (120).

27. A suspension system characterized by, The damping device according to any one of claims 21-26.

28. A vehicle characterized by The suspension system according to claim 27.

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