Elastic damping mechanism, suspension assembly and vehicle

Abstract

The application discloses an elastic damping mechanism, a suspension assembly and a vehicle. The elastic damping mechanism comprises a magnetic element, an electromagnetic element and a control element. The electromagnetic element is coupled with the magnetic element. The control element is configured to control a current exciting the electromagnetic element according to a movement of the electromagnetic element relative to the magnetic element, so that an elastic force and a damping force are generated during the movement of the electromagnetic element relative to the magnetic element. In the application, the control element can control the current exciting the electromagnetic element to respond to road condition changes, thereby improving the response speed of the suspension assembly to the road condition changes.

Description

Technical Field

[0001] This application relates to the field of vehicle suspension technology, and more specifically, to an elastic damping mechanism, a suspension assembly, and a vehicle. Background Technology

[0002] In related technologies, airbags are used as the elastic damping mechanism of a vehicle, and the damping and stiffness of the suspension are changed by altering the volume of the airbag. However, changing the volume of the airbag requires an air compressor to inflate it, which results in a slow inflation rate and a slow suspension response. Secondly, the air compressor is noisy, leading to high suspension noise. In addition, using an air compressor and corresponding air circuits results in too many suspension components and a complex structure. Summary of the Invention

[0003] This application provides an elastic damping mechanism, a suspension assembly, and a vehicle.

[0004] The elastic damping mechanism of this application includes a magnetic element, an electromagnetic element, and a control element. The electromagnetic element is coupled to the magnetic element. The control element is used to control the current that excites the electromagnetic element according to the movement of the electromagnetic element relative to the magnetic element, so that the electromagnetic element generates elastic force and damping force during its movement relative to the magnetic element.

[0005] In some embodiments, the elastic damping mechanism further includes a piston cylinder and a piston rod; one end of the piston rod is slidably disposed within the piston cylinder; the magnetic element is fixed to the piston rod, and the electromagnetic element is disposed within the piston cylinder, or the electromagnetic element is fixed to the piston rod, and the magnetic element is disposed within the piston cylinder.

[0006] In some embodiments, the elastic damping mechanism further includes a lead screw and a nut; the nut is coupled to the lead screw; the nut cooperates with the lead screw to generate a self-locking force that resists the movement of the nut along the length of the lead screw; the self-locking force is substantially parallel to the elastic force.

[0007] In some embodiments, the elastic damping mechanism further includes a piston cylinder and a piston rod; one end of the piston rod is slidably disposed within the piston cylinder; the nut is fixed to the piston rod or the piston cylinder; and the lead screw is substantially parallel to the piston rod.

[0008] In some embodiments, the elastic damping mechanism further includes a motor; the motor is connected to the lead screw; the control element is also used to control the motor to drive the lead screw to rotate, so that the nut moves along the lead screw.

[0009] In some embodiments, the elastic damping mechanism further includes a protective sleeve; the end of the lead screw away from the motor is a free end; the protective sleeve is used to cooperate with the free end.

[0010] In some embodiments, the elastic damping mechanism is applied to a vehicle; the magnetic element is fixed to the vehicle body, and the electromagnetic element is fixed to the vehicle wheel guide mechanism, or the electromagnetic element is fixed to the vehicle body, and the magnetic element is fixed to the vehicle wheel guide mechanism; the control element is used to control the electromagnetic element and the magnetic element to repel each other, so that the vehicle body and the wheel are moved away from each other to a preset distance.

[0011] In some embodiments, the elastic damping mechanism is applied to a vehicle; the control element is also used to control the current that excites the electromagnetic element according to the vibration amplitude of the vehicle body, so as to change the speed of the electromagnetic element relative to the magnetic element, thereby reducing the vibration amplitude of the vehicle body.

[0012] In some embodiments, the elastic damping mechanism is applied to a vehicle; the control element is further configured to increase the frequency at which the electromagnetic element acquires the current signal when the frequency of wheel load variation of the vehicle's wheels is greater than the natural frequency of the vehicle's suspension; and / or

[0013] When the frequency of the load change on the wheels of the vehicle is less than the natural frequency of the vehicle's suspension, the frequency at which the electromagnetic element acquires the current signal is reduced.

[0014] In some embodiments, the elastic damping mechanism is applied to a vehicle; the elastic damping mechanism further includes a motor, a lead screw, and a nut; the nut is coupled to the lead screw; the motor is connected to the lead screw; the lead screw is connected to the vehicle body, and the nut is connected to the vehicle's wheel guide mechanism, or the nut is connected to the vehicle body, and the lead screw is connected to the vehicle's wheel guide mechanism; the control element is also used to control the rotational speed of the motor according to the vibration amplitude of the vehicle body, so as to change the movement speed of the nut relative to the lead screw, thereby reducing the vibration amplitude of the vehicle body.

[0015] In some embodiments, the control element is further configured to increase the frequency at which the motor acquires the current signal when the frequency of wheel load variation of the vehicle's wheels is greater than the natural frequency of the vehicle's suspension; and / or

[0016] When the frequency of the load change on the wheels of the vehicle is less than the natural frequency of the vehicle's suspension, the frequency at which the motor acquires the current signal is reduced.

[0017] The suspension assembly of this application includes the above-described elastic damping mechanism.

[0018] The vehicle described in this application includes the elastic damping mechanism or the suspension assembly described above.

[0019] When an elastic damping mechanism is applied to a vehicle, the control element only needs to control the power of the current that excites the electromagnetic element to change the magnitude of the repulsive force between the magnetic and electromagnetic elements. This change in repulsive force is equivalent to changing the stiffness of the suspension system. The speed of change in current power is much faster than the inflation and deflation speed of an airbag, so the control element can quickly change the suspension stiffness according to changes in road conditions, resulting in a faster response. Moreover, this eliminates the need for an air compressor or air lines in the suspension assembly, resulting in low noise and a simple structure.

[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0022] Figure 1 This is a structural schematic diagram of a vehicle according to certain embodiments of this application;

[0023] Figure 2 This is a schematic diagram of a first control method for an elastic damping mechanism according to certain embodiments of this application;

[0024] Figure 3 This is a schematic diagram of a second control method for an elastic damping mechanism according to certain embodiments of this application.

[0025] Explanation of key component symbols:

[0026] 1000 vehicles;

[0027] Elastic damping mechanism 100;

[0028] Magnetic component 11; Electromagnetic component 12; Piston cylinder 13; Piston rod 14; Lead screw 15; Nut 16; Motor 17; Protective sleeve 18; Connector 19;

[0029] Body 200;

[0030] Wheel guiding mechanism 300;

[0031] Wheel 400. Detailed Implementation

[0032] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0033] In the description of this application, it should be understood that the terms "center", "length", "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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 application.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0035] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0036] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0037] This application provides an elastic damping mechanism, a suspension assembly, and a vehicle.

[0038] Please refer to Figure 1 The vehicle 1000 of the present application embodiment includes an elastic damping mechanism 100 or a suspension assembly.

[0039] The vehicle 1000 in this embodiment can be a sedan, a sport utility vehicle (SUV), a pickup truck, or a truck, etc. In other classification methods, the vehicle 1000 in this embodiment can be a pure electric vehicle 1000, a new energy vehicle 1000, a hybrid vehicle 1000, or a fuel vehicle 1000, etc.

[0040] Please refer to Figure 1 The suspension assembly of the present application includes an elastic damping mechanism 100.

[0041] The suspension assembly of vehicle 1000 may include a wheel guiding mechanism 300. The wheel guiding mechanism 300 is a mechanism that controls the motion trajectory of the wheels 400 of vehicle 1000 relative to the vehicle body 200. In a vehicle 1000 employing independent suspension, the wheel guiding mechanism 300 may include a steering knuckle and a control arm. The two ends of the control arm are rotatably connected to the subframe and steering knuckle of vehicle 1000, respectively. The steering knuckle and wheel 400 are rotatably connected via bearings. The control arm controls the relative motion trajectory of the steering knuckle and the vehicle body 200, thereby controlling the swing trajectory of the wheels 400 and the vehicle body 200. In specific examples, the independent suspension may be a MacPherson strut independent suspension, a double wishbone independent suspension, or a multi-link independent suspension, etc.

[0042] In the vehicle 1000 employing a non-independent suspension, the wheel guiding mechanism 300 may include a linkage, a control arm, and an axle. Figure 1 In the illustrated configuration, the wheel guiding mechanism 300 is the axle. The axle can be directly rotatably connected to the wheel 400 via bearings (in which case the tires are not used to change the direction of travel of the vehicle 1000), or indirectly rotatably connected to the wheel 400 via a rotatable connection to the steering knuckle (in which case the steering tie rod of the vehicle 1000 can change the orientation of the wheel 400 by pulling the steering knuckle, thereby changing the direction of travel of the vehicle 1000). The control arm and linkage are rotatably connected to the axle at one end and to the frame at the other end, thereby controlling the movement trajectory of the axle relative to the vehicle body 200, and thus controlling the movement trajectory of the wheel 400 relative to the vehicle body 200. In a vehicle 1000 using a non-independent suspension, a torsion beam can be used to replace the aforementioned control arm and axle, forming a torsion beam non-independent suspension.

[0043] In addition to the wheel guiding mechanism 300 mentioned above, the suspension assembly also includes an elastic damping mechanism 100. The elastic damping mechanism 100 is used to provide elastic and damping forces. The elastic damping mechanism 100 is positioned between the wheel guiding mechanism 300 and the vehicle body 200, allowing the elastic force to maintain an appropriate gap between the wheel 400 and the vehicle body 200, thus overcoming the weight of the vehicle body 200 and allowing the vehicle body 200 to be "suspended" on the tires. Simultaneously, when the vehicle 1000 travels over road bumps, the elastic force allows the wheel 400 to move closer to the vehicle body 200, thereby reducing the upward vibration amplitude of the vehicle body 200; when the vehicle 1000 travels over road depressions, the elastic force allows the wheel 400 to move away from the vehicle body 200, thereby reducing the downward vibration amplitude of the vehicle body 200. Damping force can quickly convert the vibrational kinetic energy of wheel 400 relative to vehicle body 200 into other forms of energy (such as heat energy), thereby allowing the distance between wheel 400 and vehicle body 200 to return to the distance when vehicle 1000 is static or unloaded, thus preventing the vehicle body 200 from vibrating back and forth.

[0044] In related technologies, the elastic damping mechanism 100 can be formed by a combination of helical springs and hydraulic shock absorbers, or by stacking leaf springs, or by using an airbag.

[0045] Please refer to Figure 1 The elastic damping mechanism 100 of this application includes a magnetic element 11, an electromagnetic element 12, and a control element. The electromagnetic element 12 is coupled to the magnetic element 11. The control element is used to control the current that excites the electromagnetic element 12 according to the movement of the electromagnetic element 12 relative to the magnetic element 11, so that the electromagnetic element 12 generates elastic force and damping force during the movement of the electromagnetic element 12 relative to the magnetic element 11.

[0046] The control element only needs to control the power of the current exciting the electromagnetic element 12 to change the magnitude of the repulsive force between the magnetic element 11 and the electromagnetic element 12. This change in the magnitude of the repulsive force is equivalent to changing the stiffness of the suspension system. The speed of change of current power is much faster than the inflation and deflation speed of the airbag, so the control element can quickly change the suspension stiffness according to changes in road conditions, resulting in a faster response. Moreover, this eliminates the need for an air compressor or air lines in the suspension assembly, thus resulting in low noise and a simple structure.

[0047] Magnetic element 11 can be a permanent magnet or an electromagnet. A permanent magnet is a magnet made of permanent magnetic material that can spontaneously emit a magnetic field. An electromagnet is a device that generates a magnetic field through an electric current. In one example, the electromagnet has a coil winding and an iron core, where the magnetic field generated by the coil winding passes through the iron core, which is made of a ferromagnetic medium. Therefore, the magnetic field generated by the coil winding can be amplified to form the total magnetic field emitted by the electromagnet. Electromagnetic element 12 can be an electromagnet. The magnetic field strength of an electromagnet can be changed by altering the power of the current flowing through it. For electromagnetic element 12, this can also be achieved by controlling the current that excites it, thus changing the strength of its emitted magnetic field.

[0048] The magnetic element 11 and the electromagnetic element 12 can generate a mutual repulsive force through magnetic field coupling. When the magnetic element 11 and the electromagnetic element 12 move away from each other, the repulsive force weakens; when the magnetic element 11 and the electromagnetic element 12 approach each other, the repulsive force strengthens. Therefore, when one of the magnetic element 11 and the electromagnetic element 12 is fixed relative to the vehicle body 200 and the other is fixed relative to the wheel guide mechanism 300, the repulsive force generated between the electromagnetic element 12 and the magnetic element 11 can cause the vehicle body 200 and the wheel guide mechanism 300 to move relative to each other to a preset position, that is, to move the wheel 400 and the vehicle body 200 away from each other to a preset distance. At this time, the repulsive force generated between the electromagnetic element 12 and the magnetic element 11 is exactly balanced with the gravity of the vehicle body 200. When the vehicle body 200 is further away from the wheel 400, the gravity is greater than the repulsive force, and the vehicle body 200 returns to the preset position under the action of gravity. When the vehicle body 200 is closer to the wheel 400, the gravity is less than the repulsive force, and the vehicle body 200 returns to the preset position under the action of repulsive force. It can be seen that this can play the role of the elastic element in the traditional elastic damping mechanism 100, that is, to provide the elastic force that allows the vehicle body 200 and the wheel 400 to return to the equilibrium position.

[0049] The electromagnetic element 12 can be equipped with a coil winding. When the electromagnetic element 12 and the magnetic element 11 move relative to each other, the magnetic flux in the coil winding changes, generating an eddy current effect. This converts the mechanical energy of the electromagnetic element 12 and the magnetic element 11 into heat energy, which is then dissipated. Therefore, when one of the magnetic element 11 and the electromagnetic element 12 is fixed relative to the vehicle body 200 and the other is fixed relative to the wheel guide mechanism 300, the electromagnetic element 12 and the magnetic element 11 can dissipate the mechanical energy of the relative motion between the vehicle body 200 and the road. Thus, they can function as a shock absorber in the traditional elastic damping mechanism 100, stopping the relative motion between the vehicle body 200 and the wheel 400 as quickly as possible. Of course, since the magnetic field strength of the electromagnetic element 12 can be changed by the current, the magnitude of the repulsive force between the electromagnetic element 12 and the magnetic element 11 can be controlled so that the direction of the resultant force of the repulsive force and gravity is opposite to the current relative motion direction between the vehicle body 200 and the wheel 400, thereby consuming the relative motion between the wheel 400 and the vehicle body 200. The two interactions between the electromagnetic element 12 and the magnetic element 11 have the effect of hindering the relative movement of the vehicle body 200 and the wheel 400, which is equivalent to providing damping force.

[0050] The control element may include a processor that can respond to electrical signals, such as a Central Processing Unit (CPU), a Microcontroller Unit (MCU), or a Graphics Processing Unit (GPU). The control element may also include memory storing control methods or control functions, such as Random Access Memory (RAM), Read-Only Memory (ROM), Hard Disk Drive (HDD), Flash Memory, or Optical Disc. The processor can control the current in the electromagnetic element 12 based on the sensing signals from each sensor and the control methods stored in the memory, adjusting the magnitude and direction of the repulsive force between the electromagnetic element 12 and the magnetic element 11. Furthermore, when the magnetic element 11 is also an electromagnet, the controller can simultaneously control the current in both the magnetic element 11 and the electromagnetic element 12.

[0051] Please refer to Figure 1 In some embodiments, the elastic damping mechanism 100 further includes a piston cylinder 13 and a piston rod 14. One end of the piston rod 14 is slidably disposed within the piston cylinder 13. A magnetic element 11 is fixed to the piston rod 14, and an electromagnetic element 12 is disposed within the piston cylinder 13, or the electromagnetic element 12 is fixed to the piston rod 14, and the magnetic element 11 is disposed within the piston cylinder 13.

[0052] The movement of the wheel guiding mechanism 300 relative to the vehicle body 200 is generally not linear. For example, the swing arm generally rotates relative to the vehicle body 200. The axle is connected to the vehicle body 200 through multiple links, making the movement trajectory more complex. Even the positions of the two tires connected to the axle relative to the vehicle body 200 are related. However, if the piston rod 14 is connected to the vehicle body 200 and the piston cylinder 13 is connected to the wheel guiding mechanism 300, or if the piston rod 14 is connected to the wheel guiding mechanism 300 and the piston cylinder 13 is connected to the vehicle body 200, it can be ensured that the end of the piston rod 14 entering the piston cylinder 13 and the bottom of the piston cylinder 13 are always directly opposite each other. That is, the arrangement direction of the end of the piston rod 14 entering the piston cylinder 13 and the bottom of the piston cylinder 13 is along the length direction of the piston rod 14. In this way, when the magnetic element 11 is fixed to the piston rod 14 and the electromagnetic element 12 is set in the piston cylinder 13, or when the electromagnetic element 12 is fixed to the piston rod 14 and the magnetic element 11 is set in the piston cylinder 13, the magnetic element 11 and the electromagnetic element 12 can always remain aligned during the relative movement of the wheel guide mechanism 300 and the vehicle body 200.

[0053] Specifically, the magnetic fields emitted by the magnetic element 11 and the electromagnetic element 12 can both be directed towards the length of the piston rod 14. In this way, during the relative movement of the magnetic element 11 and the electromagnetic element 12, the magnetic element 11 and the electromagnetic element 12 can always be aligned, avoiding magnetic leakage due to misalignment, ensuring the best magnetic field coupling effect, and thus improving the working efficiency of the elastic damping mechanism 100.

[0054] The piston rod 14 can be rotatably connected to the vehicle body 200 or the wheel guide mechanism 300 via a bushing, and the piston cylinder 13 can also be rotatably connected to the vehicle body 200 or the wheel guide mechanism 300 via a bushing. This is because the relative motion between the wheel guide mechanism 300 and the vehicle body 200 is often not linear, while the relative motion between the piston rod 14 and the piston cylinder 13 is often linear along the length of the piston rod 14. To avoid interference between the motion of the piston cylinder 13 and the piston rod 14 on the relative motion between the vehicle body 200 and the wheel guide mechanism 300, the two ends of the piston mechanism composed of the piston rod 14 and the piston cylinder 13 can be rotatably connected to the vehicle body 200 and the wheel guide mechanism 300, respectively. However, in some vehicle suspensions, the wheel guide mechanism 300 and the vehicle body 200 move in a linear motion, or a point on the wheel guide mechanism 300 moves in a linear motion relative to the vehicle body 200. In the former case, the two ends of the piston mechanism can be fixedly connected to the wheel guide mechanism 300 and the vehicle body 200 respectively. In the latter case, one end of the piston mechanism can be fixedly connected to the vehicle body 200, and the other end can be rotatably connected to a point on the wheel guide mechanism 300 that moves in a linear motion relative to the vehicle body 200.

[0055] In some suspension systems, the piston mechanism can also work with the wheel steering mechanism 300 to control the trajectory of the wheel 400. For example, in a MacPherson strut independent suspension, one end of the piston mechanism is fixedly connected to the vehicle body 200, and the other end is rotatably connected to the steering knuckle through a bushing, thereby working with the control arm to control the trajectory of the wheel 400.

[0056] Please refer to Figure 1 In some embodiments, the elastic damping mechanism 100 further includes a lead screw 15 and a nut 16. The nut 16 is coupled to the lead screw 15. The nut 16 cooperates with the lead screw 15 to generate a self-locking force that resists movement of the nut 16 along the length of the lead screw 15. The self-locking force is substantially parallel to the elastic force.

[0057] The self-locking force prevents the nut 16 and the lead screw 15 from sliding freely relative to each other. Thus, when the nut 16 is fixed relative to the vehicle body 200 and the lead screw is fixed relative to the wheel guide mechanism 300, or when the nut 16 is fixed relative to the wheel guide mechanism 300 and the lead screw 15 is fixed relative to the vehicle body 200, the nut 16 and the lead screw 15 can impede the movement of the wheel 400 relative to the vehicle body 200. This allows the wheel 400 and the vehicle body 200 to be kept at a preset distance without relying solely on the repulsive force between the magnetic element 11 and the electromagnetic element 12. The self-locking force between the lead screw 15 and the nut 16 can assist the repulsive force between the magnetic element 11 and the electromagnetic element 12 in resisting the gravity acting on the vehicle body 200. Therefore, the arrangement of the lead screw 15 and the nut 16 reduces the power consumption of the electromagnetic element 12 and improves the working efficiency of the elastic damping mechanism 100.

[0058] Furthermore, since the self-locking force is generated by friction, when the nut 16 moves relative to the lead screw 15, the mechanical energy of the relative movement between the nut 16 and the lead screw 15 can be dissipated into heat energy. This can reduce the relative movement between the vehicle body 200 and the wheel 400, playing a partial role in damping, and further reducing the power consumption of the electromagnetic component 12.

[0059] In one example, the self-locking force can be close to the weight of the vehicle body 200 when it is unloaded, so that when the vehicle 1000 is unloaded, the power of the electromagnetic element 12 can be completely cut off and the vehicle body 200 can be kept at a preset distance from the wheel 400.

[0060] The magnitude of the self-locking force can be changed by setting the thread helix angle of the lead screw 15 and nut 16 and the lubrication medium between the lead screw 15 and nut 16.

[0061] During the movement of vehicle 1000, as the relative distance between body 200 and wheel 400 changes, nut 16 will slide on lead screw 15. In order to maintain the self-locking force, one of nut 16 and lead screw 15 can remain stationary relative to body 200 or wheel guide mechanism 300, while the other can rotate freely.

[0062] Please refer to Figure 1 In some embodiments, the elastic damping mechanism 100 further includes a piston cylinder 13 and a piston rod 14. One end of the piston rod 14 is slidably disposed within the piston cylinder 13. A nut 16 is fixed to the piston rod 14 or the piston cylinder 13. A lead screw 15 is substantially parallel to the piston rod 14.

[0063] The self-locking force and the elastic force are basically parallel. The self-locking force is along the length of the lead screw 15, and the elastic force is along the length of the piston rod 14. Therefore, the lead screw 15 and the piston rod 14 can be set in parallel. At this time, the nut 16 is close to the piston rod 14 or the piston cylinder 13. Thus, the nut 16 only needs to be connected to one of them to maintain its relative position with the axle or the body 200, making the structure for keeping the nut 16 in a fixed position simpler.

[0064] Please refer to Figure 1 Nut 16 can be fixedly connected to piston rod via connector 19, at which point lead screw 15 can be rotatably connected to vehicle body 200. In other embodiments, nut 16 can be fixedly connected to connector 19, and piston rod 14 is provided with flange structure. Connector 19 is fixedly connected to flange structure, thereby fixing nut 16 to piston rod 14. At this point, lead screw 15 can be rotatably connected to wheel guide mechanism 300. In general, when piston rod 14 and piston cylinder 13 perform piston movement, lead screw and nut 16 will also undergo relative movement. Therefore, one of lead screw and nut 16 can maintain a basically unchanged relative position with piston rod 14, and the other can maintain a basically unchanged relative position with piston cylinder 13.

[0065] Please refer to Figure 1 In some embodiments, the elastic damping mechanism 100 further includes a motor 17. The motor 17 is connected to the lead screw 15. Control elements are also used to control the motor 17 to drive the lead screw 15 to rotate, so that the nut 16 moves along the lead screw 15.

[0066] Nut 16 moves along lead screw 15, changing the distance between the vehicle body 200 and the wheel 400. Since motor 17 actively drives the lead screw to rotate, changing the position of nut 16, the distance between the vehicle body 200 and the wheel 400 can be actively adjusted via motor 17. Thus, motor 17, lead screw 15, and nut 16 can independently adjust the distance between the vehicle body 200 and the wheel 400. Piston rod 14, piston cylinder 13, magnetic element 11, and electromagnetic element 12 can also independently adjust the distance between the vehicle body 200 and the wheel 400. These components work synergistically to increase the output power of the elastic damping mechanism 100 and improve its adjustable capability.

[0067] In addition to the self-locking force, the force between the lead screw 15 and the nut 16 also includes the force applied to the nut 16 by the motor 17. It can be understood that, within the range where the rotation direction and output torque of the motor 17 can be arbitrarily adjusted (within the rated power of the motor 17), the motor 17 can apply a driving force of any magnitude and direction to the nut 16 by rotating the lead screw. Simultaneously, when the current within the electromagnetic element 12 can arbitrarily change in magnitude and direction (within the rated power of the electromagnetic element 12), the repulsive force between the electromagnetic element 12 and the magnetic element 11 can also arbitrarily change in magnitude and direction (i.e., under specific operating conditions, it can even cause the electromagnetic element 12 and the magnetic element 11 to attract each other).

[0068] It is understandable that elastic force, damping force, and self-locking force are classifications of forces based on their effects. Elastic force is the force that restores the vehicle body 200 and wheel 400 to a predetermined distance; damping force is the force that dissipates the relative mechanical energy of the vehicle body 200 and wheel 400; and self-locking force is the force that hinders the movement of nut 16 along the length of the lead screw. Since elastic force, damping force, and self-locking force are all forces, when the lead screw is actively controlled by motor 17, the lead screw 15 and nut 16 can generate the effects of elastic force, damping force, and self-locking force. Similarly, when the electromagnetic element 12 is actively controlled by the control element, it can also generate the effects of elastic force, damping force, and self-locking force. Therefore, in the embodiment where the lead screw 15 is actively driven by motor 17, the portion formed by motor 17, lead screw 15, and nut 16 is defined as a single-stage damping mechanism, and the portion composed of electromagnetic element 12 and magnetic element 11 is defined as a two-stage damping mechanism. This definition will not be elaborated further below.

[0069] exist Figure 1 In the embodiment shown, the motor 17 can be fixedly connected to the vehicle body 200, and the output shaft of the motor 17 is fixedly connected to the lead screw 15 to drive the lead screw 15 to rotate. Figure 1 In the embodiment shown, the piston cylinder 13 is fixedly connected to the axle, and the piston rod 14 is fixedly connected to the vehicle body 200. Therefore, the nut 16 can be fixedly connected to the piston cylinder 13, so that the lead screw moves with the vehicle body 200 and the nut 16 moves with the axle.

[0070] In some embodiments, the elastic damping mechanism 100 also includes ball bearings. The ball bearings are disposed between the nut 16 and the lead screw 15. The ball bearings can reduce wear between the nut 16 and the lead screw 15, and at the same thread helix angle, reduce resistance. Thus, to obtain the same self-locking force, the thread helix angles of the lead screw 15 and the nut 16 can be made smaller, making the lead screw 15 more capable of amplifying the driving force of the motor 17 on the nut 16, thereby increasing the driving force of the elastic damping mechanism 100.

[0071] Please refer to Figure 1In some embodiments, the elastic damping mechanism 100 further includes a protective sleeve 18. The end of the lead screw 15 away from the motor 17 is a free end. The protective sleeve 18 is used to engage with the free end.

[0072] The end of the lead screw 15 furthest from the motor 17 is the free end. When the lead screw 15 moves with the vehicle body 200 and the nut 16 moves with the wheel guide mechanism 300, a gap can be reserved between the free end and the wheel guide mechanism 300 to avoid collision between the lead screw 15 and the wheel guide mechanism 300. However, under extreme working conditions, there is still a risk that the lead screw 15 will come into contact with the wheel guide mechanism 300. Therefore, a protective sleeve 18 is provided. When the free end of the lead screw 15 approaches the wheel guide mechanism 300, it will first enter the protective sleeve 18. A guide sleeve structure or other protective structure can be provided inside the protective sleeve 18 to prevent the lead screw 15 from directly impacting the wheel guide mechanism 300 and to prevent the lead screw 15 from slipping. In some other embodiments, the lead screw 15 can be fixed in a relative position to the wheel guide mechanism 300 along with the motor 17. In this case, the free end can be kept inside the protective sleeve 18. The protective sleeve 18 can then restrict the formation of the nut 16 body, preventing the lead screw 15 from slipping and also preventing the lead screw 15 from being contaminated.

[0073] Please refer to Figure 1 In some embodiments, the elastic damping mechanism 100 is applied to the vehicle 1000. The magnetic element 11 is fixed to the body 200 of the vehicle 1000, and the electromagnetic element 12 is fixed to the wheel guide mechanism 300 of the vehicle 1000, or the electromagnetic element 12 is fixed to the body 200 of the vehicle 1000, and the magnetic element 11 is fixed to the wheel guide mechanism 300 of the vehicle 1000; the control element is used to control the electromagnetic element 12 and the magnetic element 11 to repel each other, so that the body 200 and the wheel 400 are moved away from each other to a preset distance.

[0074] This eliminates the need for elastic elements, maintaining the distance between vehicle 1000 and wheel 400, further reducing the number of components in vehicle 1000's suspension assembly and simplifying the suspension assembly structure.

[0075] In a specific example, the self-locking force of the lead screw and nut 16 can be set to be exactly equal to the weight of the vehicle body 200 when the vehicle 1000 is statically or unloaded. Thus, when the vertical load on the wheel equals the statically or unloaded value, the suspension can be in a self-locking state. When the suspension assembly of the vehicle 1000 is powered down, the vehicle body 200 naturally maintains a preset distance from the wheel 400. When the vehicle 1000 is loaded, the vehicle body 200 is lowered by additional gravity. When the suspension assembly is powered on, the electromagnetic element 12 repels the magnetic element 11, causing the vehicle body 200 to rise, or the motor 17 drives the lead screw 15 to rise, thereby maintaining a preset distance between the vehicle body 200 and the wheel 400.

[0076] Please refer to Figure 1and Figure 3 In some embodiments, the elastic damping mechanism 100 is applied to the vehicle 1000; the control element is also used to control the current of the excitation electromagnetic element 12 according to the vibration amplitude of the vehicle body 200 of the vehicle 1000, so as to change the movement speed of the electromagnetic element 12 relative to the magnetic element 11, so as to reduce the vibration amplitude of the vehicle body 200.

[0077] Ideally, the vehicle's suspension 1000 should almost completely absorb road surface undulations, resulting in minimal vibration of the vehicle body 200. This requires that when the vehicle body 200 vibrates upwards, the suspension assembly pulls the vehicle body 200 downwards or reduces the force pushing against the vehicle body 200 upwards, thereby reducing the amplitude of the upward vibration. Similarly, when the vehicle body 200 vibrates downwards, the suspension assembly needs to push against the vehicle body 200 upwards or reduce the force pulling against the vehicle body 200 downwards, thereby reducing the amplitude of the downward vibration. During this process, the relative speed of motion between the electromagnetic element 12 and the magnetic element 11 can be changed to counteract the vibration speed of the vehicle body 200 as much as possible, thus reducing the amplitude of the vibration.

[0078] In the process of reducing the vibration of the vehicle body 200, the relative motion speed between the electromagnetic element 12 and the magnetic element 11, or the relative motion speed between the nut 16 and the lead screw 15, can be defined as the unloading speed. Since in some embodiments, the electromagnetic element 12 and the magnetic element 11 are fixed in the piston mechanism, it can also be called the piston unloading speed.

[0079] The specific methods for obtaining and defining the parameters of the control elastic damping mechanism 100 will be discussed below. Figure 1 The implementation methods shown are explained below:

[0080] Please refer to Figure 3 When vehicle 1000 encounters a bumpy road surface while driving, sensors monitor the vehicle speed and vibration status information to obtain the current vibration frequency ω1, vibration amplitude A1, and vehicle speed ν1. Taking the left front wheel as an example, the current vertical load on the left front wheel is obtained as F. z1 The vertical load on the left front wheel at the previous moment was F. z0 The load calculation module can be used to obtain the current vertical load transfer amount of the left front wheel:

[0081] F Δ =F z1 -F z0

[0082] The left front suspension needs to resist the downward or upward changes in the left front of the vehicle body caused by vertical load transfer, taking into account the current vertical vibration velocity v of the vehicle body at the moment. z1 The relationship with damping force is expressed by the damping force calculation module as follows:

[0083] F in1 =f(F Δ ,ν z1 )

[0084] Where f(F) Δ ,ν z1 ) indicates F Δ and ν z1 The variable is a function of the independent variable. The specific value of this function can be calculated using a preset function expression, obtained from a predetermined function value matrix, or obtained from a preset function curve (surface). Based on the current vehicle speed ν1, the damping coefficient of the variable damper at the current moment is obtained:

[0085]

[0086] This damping coefficient is not a physical damping coefficient, but rather a factor that takes vehicle speed into account when determining the magnitude of suspension damping, so vehicle speed is used as the denominator.

[0087] The vertical movement speed of the nut 16 or piston rod 14 can be determined from the current amplitude value A1 of the vehicle body 200, the vibration frequency ω1, and the installation angle α of the lead screw 15 or piston rod 14, and the amplitude value A0 of the vehicle body 200 and the vibration frequency ω0 of the previous moment, and is taken as the unloading speed of the nut 16 or piston rod 14 at the current moment:

[0088] V pis1 =ΔAΔωf(α)

[0089] Where: ΔA=A1-A0, Δω=ω1-ω0, f(α) is a function of α, and the specific value of the function can be obtained through a preset function value matrix, function curve or function expression.

[0090] The vertical displacement of nut 16 or piston rod 14 can be obtained by integrating the piston unloading speed in the time domain:

[0091]

[0092] This application uses a two-stage damping mechanism to function as a spring. The stiffness of the elastic damping mechanism 100 can be adjusted by changing the relative displacement of the lead screw 15 and the nut 16. The stiffness value at the current moment is:

[0093]

[0094] The relative damping coefficient represents the speed of damping adjustment. The relative damping coefficient is:

[0095]

[0096] By combining the current vibration frequency ω1 of the vehicle body at 200, the piston unloading speed can be compensated, thereby updating the displacement change rate of the nut 16 or piston rod 14.

[0097] Based on the updated damping force and piston displacement velocity values, a first-stage damping mechanism controls the vertical change rate of the nut 16 via the rotational speed of motor 17, while a second-stage damping mechanism adjusts the current to achieve damping force output, thereby improving the damper's response rate. Furthermore, motor 17 can be a stepper motor, servo motor, or brushless motor, etc.

[0098] Please refer to Figure 1 and Figure 2 In some embodiments, the elastic damping mechanism 100 is applied to the vehicle 1000; the control element is also used to increase the frequency at which the electromagnetic element 12 acquires the current signal when the frequency of the wheel load change on the wheel 400 of the vehicle 1000 is greater than the natural frequency of the suspension of the vehicle 1000.

[0099] The frequency at which the electromagnetic element 12 acquires the current signal is positively correlated with the frequency at which the control element sends the control signal. If the frequency of the load change on the wheel 400 is greater than the natural frequency of the suspension of the vehicle 1000, the vibration amplitude of the vehicle body 200 will increase significantly, and the reciprocating frequency of the suspension will also increase. Therefore, the frequency at which the control element sends the control signal can be increased, allowing the electromagnetic element 12 to respond more quickly during rapid suspension vibrations, thereby better maintaining the stability of the vehicle body 200 when the wheel 400 vibrates rapidly.

[0100] Please refer to Figure 1 and Figure 2 In some embodiments, when the frequency of the wheel load change on the wheel 400 of the vehicle 1000 is less than the natural frequency of the suspension of the vehicle 1000, the frequency at which the electromagnetic element 12 acquires the current signal is reduced.

[0101] Generally, the higher the frequency of control by the control element, the greater the power consumption; and the windings in the electromagnet have high self-inductance, so the higher the frequency of the control signal, the higher the impedance in the electromagnet, and the greater the loss. When the vibration frequency of the wheel 400 is low, the frequency of the control signal emitted by the control element can be appropriately reduced, thereby reducing the current loss of the driving electromagnet and the power consumption of the control element, thus improving the working efficiency of the elastic damping mechanism 100.

[0102] The natural frequency refers to the natural vibration frequency of the suspension system when the vehicle is under static or no load.

[0103] Figure 2In the illustrated embodiment, the self-locking force between the lead screw 15 and the nut 16 should be equal to or slightly higher than the weight of the vehicle body 200. This ensures that when the vertical load on the wheel equals the static load value, the suspension self-locks without consuming power, thus improving suspension efficiency. When the vertical load on the wheel is detected to be different from the static load value, the elastic damping mechanism 100 can be energized and begin operation. When the vertical load on the wheel is less than the static load value, it may indicate a road surface depression, requiring the wheel 400 to move away from the vehicle body 200. In this case, by increasing the repulsive force between the electromagnetic element 12 and the magnetic element 11, or by having the lead screw 15 drive the nut 16 away from the vehicle body 200, the wheel 400 actively moves away from the vehicle body 200, preventing the vehicle body 200 from vibrating downwards due to the road surface depression. When the vertical load on the wheel is greater than the static load value, it may mean that the road surface is raised, and the wheel 400 needs to be close to the vehicle body 200. At this time, by reducing the repulsive force between the electromagnetic element 12 and the magnetic element 11 or generating an attractive force, or by making the lead screw 15 drive the nut 16 close to the vehicle body 200, the wheel 400 can actively move closer to the vehicle body 200 to prevent the vehicle body 200 from vibrating upward with the road surface raised.

[0104] For more specific details, please refer to Figure 2 and Figure 3 The suspension of vehicle 1000 can have the following adjustment process:

[0105] First, the kinematic signals of vehicle 1000 are monitored by sensors. When vehicle 1000 is in a parked state, the static load information of the four wheels is recorded. At the same time, motor 17 is de-energized. Through the self-locking function of lead screw 15 and nut 16, the height of vehicle body 200 is limited to the static load requirement range. As the driver and passengers enter the vehicle, the vehicle body 200 tends to descend. At this time, the vehicle is powered on, and the windings of the electromagnetic element 12 and the motor 17 synchronously acquire signals. Based on the required height range of the static load vehicle body 200 and the vertical load of the four wheels, the current of the windings of the electromagnetic element 12 and the drive signal of the motor 17 are adjusted (when the motor 17 is a stepper motor, the drive signal is a pulse signal). The windings of the electromagnetic element 12 generate a magnetic force, which generates a repulsive force in the piston cylinder 13 that pushes the piston rod 14 upward. At the same time, the motor 17 rotates, driving the lead screw 15 to move upward, ensuring that the lead screw 15 and the piston rod 14 move upward synchronously, transmitting a vertically upward force to the vehicle body 200. The magnitude of the force is balanced with the weight of the vehicle body 200, ensuring that the height of the vehicle body 200 is within the required static load range.

[0106] During vehicle 1000's operation, the road surface unevenness information constantly varies, causing the contact between the four wheels 400 and the ground to change continuously. A threshold is set based on the suspension system's natural frequency. The frequency of signals acquired by the windings of electromagnetic element 12 and motor 17 is adjusted by comparing the actual vertical load frequency change with the threshold. The change in the vertical load on the wheels is used as the input for comparison to adjust the suspension stiffness. When the frequency of the vertical load change on the wheels is rapid, exceeding the suspension system's natural frequency, the frequency of signals acquired by the windings of electromagnetic element 12 and motor 17 needs to be increased to quickly adjust the suspension stiffness. When the frequency of the vertical load change on the wheels is slow, less than the suspension system's natural frequency, the frequency of signals acquired by the windings of electromagnetic element 12 and motor 17 is decreased. This adjustment of suspension stiffness in conjunction with changes in road surface unevenness is sufficient. Throughout the adjustment process, it is essential to ensure that the feed force generated by the first-stage damping mechanism of the suspension system on the lead screw 15 is consistent with the electromagnetic force generated by the second-stage damping mechanism, so as to always ensure that the lead screw 15 and the piston rod 14 move synchronously. In other embodiments, it may not be that the lead screw 15 and the piston rod 14 move; more generally, it should be that the components in the elastic damping mechanism 100 that remain relatively stationary with the vehicle body 200 move synchronously with each other.

[0107] Please refer to Figure 1 and Figure 3 In some embodiments, the elastic damping mechanism 100 is applied to the vehicle 1000; the elastic damping mechanism 100 also includes a motor 17, a lead screw 15, and a nut 16; the nut 16 is coupled to the lead screw 15; the motor 17 is connected to the lead screw 15; the lead screw 15 is connected to the vehicle body 200, and the nut 16 is connected to the wheel guide mechanism 300 of the vehicle 1000, or the nut 16 is connected to the vehicle body 200, and the lead screw 15 is connected to the wheel guide mechanism 300 of the vehicle 1000; the control element is also used to control the rotational speed of the motor 17 according to the vibration amplitude of the vehicle body 200, so as to change the movement speed of the nut 16 relative to the lead screw 15, so as to reduce the vibration amplitude of the vehicle body 200.

[0108] The kinematic relationship between the lead screw 15 and the nut 16, and the kinematic relationship between the wheel 400 and the vehicle body 200, are the same as the kinematic relationship between the piston rod 14 and the piston cylinder 13, and the kinematic relationship between the wheel 400 and the vehicle body 200. Therefore, the above-described embodiment can also effectively reduce the vibration amplitude of the vehicle body 200, making the vehicle 1000 run more smoothly.

[0109] Please refer to Figure 1 and Figure 2 In some embodiments, the control element is also used to increase the frequency at which the motor 17 acquires the current signal when the frequency of the wheel load change on the wheel 400 of the vehicle 1000 is greater than the natural frequency of the suspension of the vehicle 1000.

[0110] The frequency at which the motor 17 acquires the current signal is positively correlated with the frequency at which the control element sends the control signal. If the frequency of the wheel load change on the wheel 400 is greater than the natural frequency of the vehicle 1000 suspension, the vibration amplitude of the vehicle body 200 will increase significantly, and the reciprocating frequency of the suspension will also increase. Therefore, the frequency at which the control element sends the control signal can be increased, allowing the motor 17 to respond more quickly during rapid suspension vibrations, thereby better maintaining the stability of the vehicle body 200 when the wheel 400 vibrates rapidly.

[0111] In some implementations, when the frequency of wheel load variation on the wheel 400 of the vehicle 1000 is less than the natural frequency of the suspension of the vehicle 1000, the frequency at which the motor 17 acquires the current signal is reduced.

[0112] Generally, the higher the frequency of control by the control element, the greater the power consumption. Furthermore, the windings in motor 17 have high self-inductance; therefore, the higher the frequency of the control signal, the higher the impedance in motor 17, and the greater the loss. When the vibration frequency of wheel 400 is low, the frequency of the control signal emitted by the control element can be appropriately reduced, thereby reducing the current loss of drive motor 17 and the power consumption of the control element, thus improving the working efficiency of elastic damping mechanism 100.

[0113] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. At the same time, other embodiments can be derived from the above embodiments, so that structural and logical substitutions and changes can be made without departing from the scope of this disclosure.

[0114] The embodiments described above are merely illustrative of several implementations of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the scope of protection of this patent application should be determined by the appended claims.

Claims

1. An elastic damping mechanism (100), characterized in that, include: Magnetic element (11); An electromagnetic element (12) is coupled to the magnetic element (11); A control element is provided for controlling the current that excites the electromagnetic element (12) according to the movement of the electromagnetic element (12) relative to the magnetic element (11), so that the electromagnetic element (12) generates elastic force and damping force during the movement of the electromagnetic element (12) relative to the magnetic element (11).

2. The elastic damping mechanism (100) according to claim 1, characterized in that, The elastic damping mechanism (100) further includes a piston cylinder (13) and a piston rod (14); one end of the piston rod (14) is slidably disposed in the piston cylinder (13); the magnetic element (11) is fixed in the piston rod (14), and the electromagnetic element (12) is disposed in the piston cylinder (13), or the electromagnetic element (12) is fixed in the piston rod (14), and the magnetic element (11) is disposed in the piston cylinder (13).

3. The elastic damping mechanism (100) according to claim 1, characterized in that, The elastic damping mechanism (100) further includes a lead screw (15) and a nut (16); the nut (16) is coupled to the lead screw (15); the nut (16) cooperates with the lead screw (15) to generate a self-locking force that resists the movement of the nut (16) along the length direction of the lead screw (15); the self-locking force is substantially parallel to the elastic force.

4. The elastic damping mechanism (100) according to claim 3, characterized in that, The elastic damping mechanism (100) further includes a piston cylinder (13) and a piston rod (14); one end of the piston rod (14) is slidably disposed in the piston cylinder (13); the nut (16) is fixed to the piston rod (14) or the piston cylinder (13); the lead screw (15) is substantially parallel to the piston rod (14).

5. The elastic damping mechanism (100) according to claim 3, characterized in that, The elastic damping mechanism (100) further includes a motor (17); the motor (17) is connected to the lead screw (15); the control element is also used to control the motor (17) to drive the lead screw (15) to rotate so that the nut (16) moves along the lead screw (15).

6. The elastic damping mechanism (100) according to claim 5, characterized in that, The elastic damping mechanism (100) also includes a protective sleeve (18); the end of the lead screw (15) away from the motor (17) is a free end; the protective sleeve (18) is used to cooperate with the free end.

7. The elastic damping mechanism (100) according to claim 1, characterized in that, The elastic damping mechanism (100) is applied to a vehicle (1000); the magnetic element (11) is fixed to the body (200) of the vehicle (1000), and the electromagnetic element (12) is fixed to the wheel guide mechanism (300) of the vehicle (1000), or the electromagnetic element (12) is fixed to the body (200) of the vehicle (1000), and the magnetic element (11) is fixed to the wheel guide mechanism (300) of the vehicle (1000); the control element is used to control the electromagnetic element (12) and the magnetic element (11) to repel each other, so that the body (200) and the wheel (400) move away from each other to a preset distance.

8. The elastic damping mechanism (100) according to claim 1, characterized in that, The elastic damping mechanism (100) is applied to the vehicle (1000); the control element is also used to control the current of the electromagnetic element (12) to excite it according to the vibration amplitude of the vehicle body (200) of the vehicle (1000), so as to change the speed of the electromagnetic element (12) relative to the magnetic element (11) so as to reduce the vibration amplitude of the vehicle body (200).

9. The elastic damping mechanism (100) according to claim 1, characterized in that, The elastic damping mechanism (100) is applied to the vehicle (1000); the control element is further configured to increase the frequency of the current signal acquired by the electromagnetic element (12) when the frequency of the wheel load change of the wheel (400) of the vehicle (1000) is greater than the natural frequency of the suspension of the vehicle (1000); and / or When the frequency of the wheel load change on the wheel (400) of the vehicle (1000) is less than the natural frequency of the suspension of the vehicle (1000), the frequency at which the electromagnetic element (12) acquires the current signal is reduced.

10. The elastic damping mechanism (100) according to claim 1, characterized in that, The elastic damping mechanism (100) is applied to a vehicle (1000); the elastic damping mechanism (100) further includes a motor (17), a lead screw (15), and a nut (16); the nut (16) is coupled to the lead screw (15); the motor (17) is connected to the lead screw (15); the lead screw (15) is connected to the body (200) of the vehicle (1000), and the nut (16) is connected to the wheel guide mechanism (300) of the vehicle (1000), or the nut (16) is connected to the body (200), and the lead screw (15) is connected to the wheel guide mechanism (300) of the vehicle (1000); the control element is also used to control the rotational speed of the motor (17) according to the vibration amplitude of the body (200) of the vehicle (1000), so as to change the movement speed of the nut (16) relative to the lead screw (15), so as to reduce the vibration amplitude of the body (200).

11. The elastic damping mechanism (100) according to claim 10, characterized in that, The control element is further configured to increase the frequency at which the motor (17) acquires the current signal when the frequency of the wheel load change on the wheel (400) of the vehicle (1000) is greater than the natural frequency of the suspension of the vehicle (1000); and / or When the frequency of the wheel load change on the wheel (400) of the vehicle (1000) is less than the natural frequency of the suspension of the vehicle (1000), the frequency at which the motor (17) acquires the current signal is reduced.

12. A suspension assembly, characterized in that, Includes the elastic damping mechanism (100) as described in any one of claims 1-11.

13. A vehicle (1000), characterized in that, Includes the elastic damping mechanism (100) as described in any one of claims 1-11 or the suspension assembly as described in claim 12.

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