Actuator assembly, suspension system and vehicle

Abstract

The utility model discloses an actuator assembly, a suspension system and a vehicle, the actuator assembly comprises a first damping device, a second damping device and a limiting buffer piece, the first damping device comprises a fixed part and a movable part which are movably connected in the first direction, and the second damping device comprises a piston part and a cavity part which are movably connected in the first direction; a movable shell of the movable part is connected with a piston rod of the piston part, the piston rod extends into the cavity part, one of the fixed part and the cavity part is suitable for being connected with a vehicle body, the other one is suitable for being connected with an axle or a wheel, and the movable shell faces the end face of the piston part in the first direction and is suitable for pushing and abutting against the cavity part so as to achieve stroke limiting of the cavity part. Therefore, when the second damping device moves to the end point of the movement stroke, movement limiting of the second damping device can be achieved through the movable shell, the working stability and reliability of the second damping device can be improved, and the working stability and reliability of the actuator assembly are further improved.

Description

Technical Field

[0001] The present application relates to the technical field of vibration damping, and in particular to an actuator assembly, a suspension system and a vehicle. Background Art

[0002] In the prior art, the actuator assembly can adjust the height of the vehicle by adjusting the height of the first damping device. The actuator assembly needs to further achieve height adjustment through the linear reciprocating movement of the first damping device. The first damping device and the second damping device achieve buffering and vibration avoidance. However, the movement stroke of the second damping device has no limit structure, and the working stability of the second damping device is low, resulting in low working stability of the actuator assembly. Summary of the Utility Model

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. For this reason, an object of the present application is to provide an actuator assembly with higher working stability.

[0004] The present application further provides a suspension system adopting the above actuator assembly.

[0005] The present application also provides a vehicle having the above suspension system.

[0006] In a first aspect, the present application provides an actuator assembly, including: a first damping device, a second damping device and a limit buffer. The first damping device includes a fixed part and a movable part movably connected in a first direction. The second damping device includes a piston part and a cavity part movably connected in the first direction. The movable shell of the movable part is connected to the piston rod of the piston part. The piston rod extends into the cavity part, and one of the fixed part and the cavity part is adapted to be connected to the vehicle body and the other is adapted to be connected to the axle or the wheel. The end face of the movable shell facing the piston part in the first direction is adapted to push against the cavity part to achieve stroke limit of the cavity part.

[0007] According to the actuator assembly of the embodiments of the present application, the end face of the movable shell is configured as a limit surface. When the second damping device moves to the end point of the movement stroke, the movement of the second damping device is limited through the limit surface, which can improve the working stability and reliability of the second damping device, and further improve the working stability and reliability of the actuator assembly.

[0008] According to some embodiments of the present application, the limit buffer is sleeved on the piston rod and is located between the movable shell and the cavity part, and is adapted to buffer the impact between the movable shell and the cavity part.

[0009] According to some embodiments of the present application, the limiting and buffering member is disposed on the end surface of the movable housing facing the cavity portion, and / or on the end surface of the cavity portion facing the movable housing.

[0010] In some embodiments, the limiting and buffering member includes a plurality of sub-gaskets disposed around the piston rod, or the limiting and buffering member has an opening and is adapted to be sleeved on the piston rod through the opening.

[0011] According to some embodiments of the present application, the piston portion further includes a piston assembly connected to the piston rod. The cavity portion includes a first cover plate and a first housing connected to each other. The first cover plate and the first housing define a working cavity. The first cover plate is movably connected to the movable portion. The limiting and buffering member is disposed between the first cover plate and the movable housing. The piston rod passes through the first cover plate. The piston assembly is located in the working cavity, and the cavity portion is adapted to move relative to the piston assembly under the action of a pressure medium.

[0012] Further, the first housing includes a first cylinder and a second cylinder. The first cylinder and the second cylinder are spaced apart in the radial direction to divide the working cavity into an inner cavity and an outer cavity that communicate with each other. The second cylinder, the first cover plate, and the piston assembly divide the inner cavity into a first sub-cavity and a second sub-cavity that communicate with each other. The piston rod is located in the first sub-cavity.

[0013] Further, a first flange is disposed at one end of the first cylinder facing the first cover plate, and the first flange is connected to the first cover plate.

[0014] Further, the second damping device further includes: a cage disposed between the first cylinder and the second cylinder and adapted to fix the second cylinder.

[0015] Further, the piston assembly includes a piston body and a first valve disposed on the piston body. The piston body is connected to the piston rod. The first valve is adapted to communicate the first sub-cavity with the second sub-cavity under pressure.

[0016] Further, a buffer member is further disposed on one side of the piston body facing the first damping device.

[0017] Further, a second valve is further disposed at one end of the second cylinder away from the first damping device. The second valve is adapted to communicate the second sub-cavity with the outer cavity under pressure to supply a pressure medium to the second sub-cavity or extract the pressure medium in the second sub-cavity.

[0018] According to some embodiments of the present application, the fixing part includes a fixing shell, a power source, and a transmission group. The power source is arranged inside the fixing shell. The fixing shell is movably connected to the movable shell. The transmission group includes a power input end and a power output end. The power input end is power-connected to the power source, and the power output end is arranged on the movable shell and is power-connected to the power output end to drive the movable shell to move relative to the fixing shell.

[0019] Further, the transmission group is configured as a ball screw transmission part or a rack and pinion transmission part.

[0020] Further, the fixing shell includes: a motor shell and a guiding shell. The power source is arranged in the motor shell. One end of the guiding shell is connected to the motor shell, and the other end forms an open mouth. At least part of the movable shell is movably arranged in the guiding shell via the open mouth.

[0021] Further, the guiding shell includes a first shell section, a second shell section, and a third shell section that are sequentially connected in the first direction. The first shell section is connected to the motor shell through a flange edge. The second shell section is adapted to accommodate the transmission group and is used for limiting the stroke of the transmission group. The third shell section is sleeved on the movable shell and is adapted to provide movement guidance for the movable shell.

[0022] Further, the actuator assembly further includes a lower fork arm. The lower fork arm is connected to the first cylinder body, or the first cylinder body is integrally formed with the lower fork arm. In a second aspect, an embodiment of the present application provides a suspension system, including the actuator assembly described in the above embodiments.

[0023] In a third aspect, an embodiment of the present application provides a vehicle, including: the suspension system described in the above embodiments.

[0024] The additional aspects and advantages of the present application will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present application. Description of the Drawings

[0025] The above and / or additional aspects and advantages of the present application will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0026] Figure 1 is a cross-sectional schematic view of the actuator assembly according to an embodiment of the present application;

[0027] Figure 2 is a schematic view of the cooperation between the movable shell and the second damping device according to an embodiment of the present application;

[0028] Figure 3It is a schematic cross-sectional view of the movable housing and the second damping device according to an embodiment of the present application;

[0029] Figure 4 It is a schematic view of the movable housing according to an embodiment of the present application;

[0030] Figure 5 It is another schematic view of the movable housing according to an embodiment of the present application;

[0031] Figure 6 It is a schematic view of the limit buffer according to the first embodiment of the present application;

[0032] Figure 7 It is a schematic view of the limit buffer according to the second embodiment of the present application;

[0033] Figure 8 It is a schematic view of the limit buffer according to the third embodiment of the present application.

[0034] Reference numerals:

[0035] Actuator assembly 100,

[0036] First damping device 10, fixing part 11, fixing housing 111, motor housing 1111, guiding housing 1112, first housing section 11121, second housing section 11122, third housing section 11123, power source 112, transmission group 113, power input end 1131, power output end 1132, movable part 12, movable housing 121,

[0037] Second damping device 20, piston part 21, piston rod 211, piston assembly 212, piston body 2121, first valve 2122, buffer 2123, cavity part 22, first cover plate 221, first housing 222, first cylinder 2221, first flange 22211, second cylinder 2222, second valve 22221, cage 23, limit buffer 30, sub-gasket 31, opening 32,

[0038] Lower fork arm 40,

[0039] Inner cavity a, first sub-cavity a1, second sub-cavity a2, outer cavity b. Detailed implementation manners

[0040] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0041] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above drawings are intended to cover non-exclusive inclusion. The terms "first", "second", etc. in the specification and claims of this application or the above drawings are used to distinguish different objects and not to describe a specific order or primary-secondary relationship.

[0042] Reference to "embodiment" in this application means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of this application. The phrase appearing in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments.

[0043] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "coupled", and "attached" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0044] The term "and / or" in this application is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally represents an "or" relationship between the associated objects before and after.

[0045] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, in different embodiments, the detailed description of the same components is omitted. It should be understood that the thickness, length, width, etc. of various components in the embodiments of this application shown in the drawings, as well as the overall thickness, length, width, etc. of the integrated device, are only for illustrative purposes and should not constitute any limitation to this application.

[0046] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0047] In the description of the present application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0048] In the description of the present application, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature has a higher horizontal height than the second feature.

[0049] The term "plurality" as used in the present application refers to two or more (including two).

[0050] Reference is made below to Figures 1 - 8 describe an actuator assembly and a vehicle according to an embodiment of the present application.

[0051] As Figure 1 、 Figure 2 and Figure 3 shown, the present application provides an actuator assembly 100, including: a first damping device 10, a second damping device 20, and a limit buffer 30.

[0052] The actuator assembly 100 is disposed between the axle and the vehicle body, or between the wheel and the vehicle body. The actuator assembly 100 is adapted to buffer the vibration and impact generated by road excitation and transmit it to the vehicle body, so as to reduce the swing of the vehicle body after being excited by the road surface and improve the comfort.

[0053] Furthermore, the actuator assembly 100 includes a first damping device 10 and a second damping device 20, such that the actuator assembly 100 has active adjustment and passive adjustment. Active adjustment refers to adjusting the height of the first damping device 10 to achieve height adjustment of the actuator assembly 100, and further enabling the distance between the wheel and the vehicle body to be increased or decreased, thereby achieving active vehicle body height adjustment. Passive adjustment means that during vehicle driving, the second damping device 20 can be coupled with the first damping device 10 to buffer road excitation and improve the comfort.

[0054] Among them, the first damping device 10 includes a fixed part 11 and a movable part 12 movably connected in a first direction, and the second damping device 20 includes a piston part 21 and a cavity part 22 movably connected in the first direction, and one of the fixed part 11 and the cavity part 22 is adapted to be connected to the vehicle body, and the other is adapted to be connected to the axle or the wheel.

[0055] The first direction may be the height direction of the vehicle, or the first direction may have an angle with the height direction, but generally along the height direction. For example, the actuator assembly 100 is inclined, and the extension direction of the actuator assembly 100 (i.e., the first direction) has a 15° angle with the height direction.

[0056] Specifically, the fixed part 11 and the movable part 12 are movably connected in the first direction to actively adjust the vehicle body height by adjusting the distance between the fixed part 11 and the movable part 12, while the piston part 21 and the cavity part 22 are movably connected in the first direction. The movable cooperation between the piston part 21 and the cavity part 22 can achieve passive buffering of road surface excitation and can be coupled with the first damping device 10 to achieve effective buffering of road surface excitation.

[0057] Furthermore, the piston part 21 is connected to the movable part 12, and in the second damping device 20, the damping force generated when the piston part 21 moves relative to the wall part 22 suppresses the road surface excitation received by the wheel.

[0058] Among them, the second damping device 20 can absorb high-frequency damping and buffer high-frequency vibrations, while damping of other frequencies can be absorbed by the first damping device 10. Thus, the second damping device 20 can make up for the shortcoming of the insufficient bandwidth of the first damping device 10, that is, by absorbing the high-frequency band damping force (i.e., high-frequency damping) that the first damping device 10 cannot respond to, the second damping device 20 can increase the response bandwidth of the actuator assembly 100 and improve the ride comfort of the whole vehicle.

[0059] It should be noted that the first damping device 10 and the second damping device 20 can achieve coupled vibration filtering, rather than fixedly, all high-frequency excitations are handed over to the first damping device 10 for vibration filtering, and all low-frequency excitations are handed over to the second damping device 20 for vibration filtering. In the actual working process, the first damping device 10 has the shortcoming of insufficient bandwidth. After it filters and suppresses a part of the road surface excitation, the second damping device 20 can further filter and suppress all or part of the remaining road surface excitation. The vibration filtering processes of the first damping device 10 and the second damping device 20 can be carried out simultaneously or successively, and can be dynamically coupled for vibration filtering based on the current damping state, road surface feedback state, etc. of the first damping device 10 and the second damping device 20.

[0060] Exemplarily, after the first damping device 10 of the embodiment of the present application completes the vehicle body height adjustment, during the passive adjustment process, it can have a first actuation mode and a second actuation mode. In the first actuation mode, the damping force generated by the second damping device 20 and the damping force generated by the first damping device 10 are coupled and used to suppress vehicle body vibration.

[0061] It can be understood that in the first actuation mode, during the driving process of the vehicle, when the wheels are subjected to road surface excitation, since the first damping device 10 and the second damping device 20 are connected in series, both the first damping device 10 and the second damping device 20 can be used to absorb the road surface excitation, thereby improving the corresponding bandwidth of the actuator assembly 100 and enhancing the high-frequency vibration comfort of the whole vehicle.

[0062] Specifically, in the first actuation mode, the road surface excitation will be transmitted to the second damping device 20, causing relative movement between the cavity portion 22 and the piston portion 21 of the second damping device 20, so that the second damping device 20 generates a damping force to absorb the high-frequency excitation of the road surface and relieve the high-frequency vibration of the vehicle body; the remaining road surface excitation is transmitted to the first damping device 10 through the piston rod 211. At this time, the first damping device 10 is not energized, and the reverse torque generated by the first damping device 10 itself is used to suppress at least part of the remaining road surface excitation.

[0063] It should be noted that the reverse torque generated by the first damping device 10 itself here can be generated by the moment of inertia brought by the vehicle body weight, or can be generated by the electromagnetic damping force between the stator and the rotor of the power source in the first damping device 10 itself.

[0064] For example, when the whole vehicle encounters road surfaces such as asphalt and small stones, due to the response hysteresis of the first damping device 10, it is not sufficient to quickly provide damping force for effective buffering. At this time, the second damping device 20 can filter out high-frequency and low-amplitude vibrations by generating hydraulic damping force through oil fluid exchange. If the first damping device 10 is not in the locked state at this time, the second damping device 20 can compensate for the response time of the first damping device 10, so that the first damping device 10 can better respond to road surface excitations of other frequencies.

[0065] In the second actuation mode, when the vehicle's preview system detects undulations on the road surface ahead, the first damping device actively intervenes and drives the movable portion 12 to move, realizing real-time control of the wheel height to meet the real-time demand for vehicle body height adjustment.

[0066] Specifically, based on the previewed road surface undulations, the bump amplitude of the wheel is determined. The greater the bump amplitude, the greater the movement amplitude of the movable part 12 relative to the fixed part 11, and the smaller the bump amplitude, the smaller the movement amplitude of the movable part 12 relative to the fixed part 11. That is, when the vibration generated by the wheel is transmitted to the movable part 12, the motor in the fixed part 11 is energized to generate a damping force that suppresses the vehicle body vibration, and the magnitude of the damping force generated by the fixed part 11 can be adjusted based on the bump amplitude to dynamically suppress the vehicle body vibration and improve comfort.

[0067] Meanwhile, it should be noted that when the fixed part 11 drives the movable part 12 to move in the first direction, road surface excitation can be suppressed to achieve active tuning control of vibration (i.e., the second actuation mode). Also, when the vehicle body height is too low, impact of the suspension system can be avoided. Since the first damping device 10 and the second damping device 20 are arranged in series in the first direction, the second damping device 20 will generate movement in the first direction, and the acting direction of the damping force generated by the second damping device 20 is opposite to that of the damping force generated by the first damping device 10. When performing active tuning control, the first damping device 10 needs to overcome the damping force generated by the second damping device 20 simultaneously to achieve active tuning control.

[0068] It can be understood that the damper 20 in the embodiment of the present application can be a twin-tube damper, a monotube damper, or a magnetorheological damper.

[0069] Furthermore, the end face of the movable housing 121 facing the piston part 21 in the first direction can push against the cavity part 22 to achieve stroke limit of the cavity part 22.

[0070] That is to say, the end face of the movable housing 121 facing the piston part 21 in the first direction is configured as a limiting surface (i.e., the lower end face of the movable housing 121). When the cavity part 22 moves to the end point of the movement stroke, the cavity part 22 can be made to push against the end face of the movable housing 121 to achieve movement limit of the cavity part 22, and further achieve movement limit of the second damping device 20, improving the movement smoothness and reliability of the second damping device 20.

[0071] According to the actuator assembly 100 of the embodiment of the present application, by configuring the end face of the movable housing 121 as a limiting surface, when the second damping device 20 moves to the end point of the movement stroke, movement limit of the second damping device 20 is achieved through the limiting surface, which can improve the working stability and reliability of the second damping device 20, and further improve the working stability and reliability of the actuator assembly 100.

[0072] Furthermore, when the second damping device 20 is subjected to a large-amplitude excitation transmitted by the road surface or the movable housing 121 of the first damping device 10 moves downward and compresses the second damping device 20, and when the second damping device 20 is at its maximum stroke, if the first damping device 10 still has a tendency to move downward, the movable housing 121 will impact the second damping device 20 at this time, which will not only generate a large amount of working noise, but also the impact may cause damage to the second damping device 20, reducing the service life of the actuator assembly 100.

[0073] Based on this, the present application further provides a limit buffer member 30, which is sleeved on the movable housing 121 and located between the movable housing 121 and the cavity portion 22, and is adapted to buffer the impact between the movable housing 121 and the cavity portion 22.

[0074] It can be understood that when the excitation amplitude transmitted by the road surface is small, the fixed portion 11 and the movable portion 12, and the piston portion 21 and the cavity portion 22 can be in a relatively static state. The damping force generated by the second damping device 20 can absorb the excitation from the road surface to achieve the effect of filtering fine vibrations. When the excitation amplitude transmitted by the road surface is large, the cavity portion 22 moves toward the movable housing 121. If the damping force at the limit of the working stroke of the piston portion 21 still cannot overcome the road surface excitation, the limit buffer member 30 between the movable housing 121 and the cavity portion 22 deforms to provide buffering to reduce the impact. This can not only reduce the impact noise, but also reduce the probability of damage to the second damping device 20, extending the service life of the actuator assembly 100.

[0075] Of course, when the first damping device 10 makes an active adjustment to adjust the vehicle body height, relative movement occurs between the movable housing 121 and the fixed housing 111, and the second damping device 20 also generates a certain damping force, but it is not sufficient to support the overall lifting and lowering of the vehicle body. The movable housing 121 and the cavity portion 22 can also push against the limit buffer member 30 to achieve a buffering effect, and the axial force can be transmitted between the cavity portion 22 and the movable housing 121 through the limit buffer member 30, improving the reliability and stability of the active adjustment process and reducing the probability of damage to the actuator assembly 100 during the active adjustment process.

[0076] Here, it should be noted that in combination with Figure 2 、 Figure 3 、 Figure 4 and Figure 5As shown in the figure, in the present application, the limiting and buffering member 30 is sleeved on the piston rod 211, so that the limiting and buffering member 30 can achieve buffering and protection between the lower end surface of the movable housing 121 and the upper end surface of the cavity portion 22. When the limiting and buffering member 30 needs to be replaced, only the disassembly and installation of the limiting and buffering member 30 on the piston rod 211 are required, without disassembling the actuator assembly 100. Compared with the prior art solution in which the limiting and buffering member 30 is arranged in the first damping device 10 or the second damping device 20, there is no need to disassemble the internal components of the actuator assembly 100, which can avoid the decrease in the fitting accuracy caused by frequent disassembly of the internal components, reduce the wear of the internal components caused by disassembling the actuator assembly 100, improve the disassembly and assembly convenience of the limiting and buffering member 30, extend the service life of the actuator assembly 100, and avoid the decrease in the working stability of the actuator assembly 100 caused by frequent disassembly.

[0077] More importantly, the installation position of the limiting and buffering member 30 in the embodiment of the present application has no associated relationship with the assembly of the internal components. When sleeved on the piston rod 211, during the deformation process, it will only move relative to the piston rod 211 and cause its own wear. During the working process of the internal components, such as the relative movement between the fixed portion 11 and the movable portion 12, and the relative movement between the piston portion 21 and the cavity portion 22, the probability of the limiting and buffering member 30 being involved is lower, making the working stability of the actuator assembly 100 higher and the potential safety hazard lower.

[0078] According to the actuator assembly 100 of the embodiment of the present application, by arranging the limiting and buffering member 30 between the first damping device 10 and the second damping device 20, and when the piston portion 21 of the second damping device 20 is in the limit position, the lower end surface of the movable housing 121 and the upper end surface of the cavity portion 22 can respectively abut against both sides of the limiting and buffering member 30 in the first direction, and the impact buffering and protection are realized through the elastic deformation of the limiting and buffering member 30. This can not only reduce the working noise of the actuator assembly 100, improve the use experience, but also reduce the probability of damage to the actuator assembly 100 during the road excitation absorption and active height adjustment processes, extend the service life of the actuator assembly 100, and the disassembly convenience of the limiting and buffering member 30 is higher. During the disassembly process, there is no need to disassemble the internal components of the actuator assembly 100, and there is no assembly associated relationship between the limiting and buffering member 30 and the internal components, which can keep the fitting accuracy of the internal components stable, improve the working stability of the actuator assembly 100, and further extend the service life and reduce the potential safety hazard.

[0079] It should be noted that the shape of the limiting and buffering member 30 is not specifically limited in the present application and can be circular, square or irregular. The implementation forms of the limiting and buffering member 30 include but are not limited to structures such as rubber pads, polyurethane pads, helical springs, leaf springs, and coil springs.

[0080] According to some embodiments of the present application, the limit buffer 30 is disposed on the end face of the movable housing 121 facing the cavity portion 22, and / or on the end face of the cavity portion 22 facing the movable housing 121.

[0081] That is to say, in some embodiments, the limit buffer 30 is disposed on the lower end face of the movable housing 121. In other embodiments, the limit buffer 30 is disposed on the upper end face of the cavity portion 22. In a preferred embodiment, the limit buffer 30 can be disposed on both the lower end face of the movable housing 121 and the upper end face of the cavity portion 22.

[0082] Combined with Figure 6 、 Figure 7 and Figure 8 shown, the limit buffer 30 of the present application can be an integral structure, that is, generally constructed as an annular disk. Referring to Figure 6 shown, in the first embodiment, the limit buffer 30 is constructed as an integral annular disk structural member. The limit buffer 30 is sleeved on the piston rod 211, and the piston rod 211 and the piston assembly 212 can be constructed as a threaded connection. It only needs to loosen the threaded fit between the piston rod 211 and the piston assembly 212 and assemble the limit buffer 30 along the first direction. Referring to Figure 7 shown, in the second embodiment, the limit buffer 30 is still constructed as an integral annular disk structural member, but it is provided with an opening 32. The limit buffer 30 can be directly installed on the piston rod 211 through the opening 32, and the disassembly and assembly convenience is higher than that of the first embodiment. The limit buffer 30 of the present application can also be constructed with multiple split parts. For example, Figure 8 shown, in the third embodiment, the limit buffer 30 includes a plurality of sub-gaskets 31. The plurality of sub-gaskets 31 are all constructed as arc-shaped gaskets and are arranged around the piston rod 211. The plurality of sub-gaskets 31 can be attached to the upper end face of the cavity portion 22 or the lower end face of the movable housing 121, and the limit buffer 30 can also be quickly disassembled and assembled.

[0083] It should be noted that in the first embodiment, it is necessary to first sleeve the limit buffer 30 onto the piston rod 211 and then perform the assembly between the piston rod 211 and the piston assembly 212. In the second and third embodiments, the limit buffer 30 can be directly assembled on the piston rod 211. In the second embodiment, the opening size of the opening 32 needs to be reasonably set. For example, the opening radian of the opening 32 is 5° to 15°, to avoid the opening of the opening 32 being too small for easy disassembly and assembly, and to avoid the opening of the opening 32 being too large to ensure the uniform force of the limit buffer 30 and ensure the stable and reliable buffer effect.

[0084] Such as Figure 2 and Figure 3As shown, according to some embodiments of the present application, the piston part 21 further includes a piston assembly 212. The piston assembly 212 is connected to the piston rod 211. The cavity part 22 includes a connected first cover plate 221 and a first housing 222. The first cover plate 221 and the first housing 222 define a working cavity. The first cover plate 221 is movably connected to the movable part 12. The piston rod 211 passes through the first cover plate 221. The piston assembly 212 is located in the working cavity, and the cavity part 22 is adapted to move relative to the piston assembly 212 under the action of a pressure medium.

[0085] Specifically, both the first cover plate 221 and the first housing 222 can be configured as hollow shells, and their ends in the first direction are connected to define a working cavity. Alternatively, one of the first cover plate 221 and the first housing 222 can be configured as a hollow shell, and the other can be configured as a cover plate structure. The cover plate covers one end of the hollow shell and defines a working cavity. A pressure medium (such as hydraulic oil, pressurized gas, etc.) can be accommodated in the working cavity. The piston assembly 212 is connected to the piston rod 211 and extends into the working cavity. Thus, under the action of the pressure difference of the pressure medium, the first cover plate 221 and the first housing 222 can move synchronously relative to the piston assembly 212 to achieve the extension and compression of the second damping device 20.

[0086] In this way, the piston rod 211 passes through the first cover plate 221 so that the piston assembly 212 is located in the working cavity. When the second damping device 20 and the first damping device 10 are arranged in series and coaxially and coupled with each other to cancel road surface excitation, the layout of the actuator assembly 100 can be made more compact.

[0087] It can be understood that a threaded structure, a plug-in structure, etc. can be provided at the free end of the piston rod 211 (i.e., the end away from the movable shell 121), and the piston assembly 212 can be fixed to the piston rod 211 through a threaded structure, a plug-in structure, etc. to define the piston part 21. The piston assembly 212 is in sealed and sliding fit with the side wall of the working cavity, that is, the cavity part 22 is sleeved outside the piston assembly 212, and a sliding sealing ring can be provided between the two so that the first cover plate 221 and the first housing 222 can slide relative to the piston assembly 212.

[0088] It can be understood that the second damping device 20 can be configured as a twin-tube damper, so that the second damping device 20 has better damping effect and stability, and enables the second damping device 20 to better adapt to different working conditions and usage environments, thereby providing higher safety performance.

[0089] Of course, in some other embodiments, the second damping device 20 can also be a single-tube damper or a magnetorheological damper.

[0090] Among them, when the second damping device 20 is a monotube damper, the second damping device 20 has the advantages of being economical and practical, easy to maintain and service, and having a long stroke; when the second damping device 20 is a magnetorheological damper, the second damping device 20 can have the advantages of being intelligent and controllable, low energy consumption, fast response, easy integration, and compact structure.

[0091] Next, a specific embodiment in which the second damping device 20 is configured as a twin-tube damper will be used to specifically describe the actuator assembly 100 of the embodiment of the present application.

[0092] According to some embodiments of the present application, the first housing 222 includes a first cylinder 2221 and a second cylinder 2222. The first cylinder 2221 and the second cylinder 2222 are spaced apart in the radial direction to divide the working chamber into an inner cavity a and an outer cavity b that communicate with each other. The second cylinder 2222, the first cover plate 221, and the piston assembly 212 divide the inner cavity a into a first sub-cavity a1 and a second sub-cavity a2 that communicate with each other. The piston rod 211 is located in the first sub-cavity a1.

[0093] Specifically, the piston rod 211 extends into the first sub-cavity a1, and the piston rod 211 is connected to the piston assembly 212, resulting in the piston rod 211 occupying the space of the first sub-cavity a1. The road surface excitation is first transmitted from the wheel or axle to the second damping device 20 for attenuation. At this time, the first cover plate 221 and the first housing 222 reciprocate relative to the piston rod 211 synchronously. During the compression stroke, the wheel approaches the vehicle frame, the second damping device 20 is compressed, and the piston assembly 212 moves downward. The volume of the second sub-cavity a2 decreases, the pressure of the pressure medium rises, and the pressure medium flows through the piston assembly 212 into the first sub-cavity a1.

[0094] Furthermore, since the piston rod 211 in the first sub-cavity a1 occupies a part of the space of the first sub-cavity a1, the increased volume of the first sub-cavity a1 is smaller than the decreased volume of the second sub-cavity a2, and a part of the pressure medium will overflow into the outer cavity b; during the extension stroke, the wheel moves away from the vehicle frame relative to the vehicle frame, the second damping device 20 is stretched, and the piston assembly 212 moves upward. The volume of the first sub-cavity a1 decreases, the pressure of the pressure medium rises, and the pressure medium in the first sub-cavity a1 flows through the piston assembly 212 into the second sub-cavity a2. Due to the presence of the piston rod 211, the pressure medium in the first sub-cavity a1 cannot fill the increased volume of the second sub-cavity a2, and a certain degree of vacuum will be generated in the second sub-cavity a2. At this time, the pressure medium in the outer cavity b replenishes the second sub-cavity a2.

[0095] That is to say, during the flow process of the pressure medium among the first sub-chamber a1, the second sub-chamber a2, and the outer chamber b, a throttling effect is generated. The throttling effect can provide damping force for the compression and extension movements of the second damping device 20 to achieve high-frequency vibration buffering. The second damping device 20 filters the remaining road excitations, which can be further transmitted to the movable housing 121 through the piston rod 211, and then actuated through the first damping device 10 to dissipate the road excitations, thereby suppressing the vibration of the entire vehicle body.

[0096] That is to say, the second damping device 20 and the first damping device 10 are coupled with each other to eliminate road excitations. The addition of the second damping device 20 enables the second damping device 20 and the first damping device 10 to cooperate with each other and work independently, achieving the stability of the vehicle handling and the comfort of driving.

[0097] Meanwhile, the bandwidth of the first damping device 10 is insufficient to provide damping force quickly for effective buffering. At this time, the second damping device 20 can generate damping force through the throttling effect for buffering, filter out high-frequency and low-amplitude vibrations, compensate for the response time of the first damping device 10, and make up for the shortcoming of insufficient bandwidth, improving the comfort of the entire vehicle when encountering road surfaces such as asphalt and small stones.

[0098] As Figure 3 shown, according to some embodiments of the present application, a first flange 22211 is provided at one end of the first cylinder 2221 facing the first cover 221, and the first flange 22211 is connected to the first cover 221.

[0099] That is to say, the first cover 221 is connected to the first flange 22211 to realize the connection between the first cover 221 and the first cover 221, which can improve the structural strength and stability of the cavity part 22 and make the working stability of the second damping device 20 higher.

[0100] According to some embodiments of the present application, the second damping device 20 further includes: a cage 23, and the cage 23 is disposed between the first cylinder 2221 and the second cylinder 2222 and is adapted to fix the second cylinder 2222.

[0101] Specifically, an outer chamber b is defined between the first cylinder 2221 and the second cylinder 2222. The cage 23 is disposed in the outer chamber b and is located at the same-side end of the first cylinder 2221 and the second cylinder 2222. The cage 23 is connected to both the first cylinder 2221 and the second cylinder 2222 at the same time, realizes the sealing of the working chamber, and can also realize the limitation between the first cylinder 2221 and the second cylinder 2222 to maintain the coaxiality of the first cylinder 2221 and the second cylinder 2222, thereby improving the working stability of the second damping device 20.

[0102] As Figure 3As shown, according to some embodiments of the present application, a buffer member 2123 is further provided on one side of the piston body 2121 facing the first damping device 10.

[0103] Specifically, the buffer member 2123 can be made of materials such as polyurethane or rubber. When the second damping device 20 moves towards the stretching stroke stop point, it can provide buffer protection for the piston assembly 212, reduce the abnormal noise during the operation of the second damping device 20, and extend the working life of the piston assembly 212, so as to extend the working life and service cycle of the actuator assembly 100 and reduce costs.

[0104] According to some embodiments of the present application, the piston assembly 212 includes a piston body 2121 and a first valve 2122 provided on the piston body 2121. The piston body 2121 is connected to the piston rod 211. The first valve 2122 is adapted to communicate the first sub-chamber a1 with the second sub-chamber a2 under the action of pressure. A second valve 22221 is further provided at one end of the second cylinder body 2222 away from the first damping device 10. The second valve 22221 is adapted to communicate the second sub-chamber a2 with the outer chamber b under the action of pressure to supply a pressure medium to the second sub-chamber a2 or extract the pressure medium in the second sub-chamber a2.

[0105] Specifically, the first valve 2122 is configured as a valve body or a valve system that can communicate the first sub-chamber a1 and the second sub-chamber a2. The second valve 22221 is configured as a valve body or a valve system that can communicate the second sub-chamber a2 with the outer chamber b. The second valve 22221 can be provided on the second cylinder body 2222, and the first valve 2122 can be provided on the piston body 2121.

[0106] Exemplarily, a two-way channel can be provided in the second valve 22221 and cooperate with a two-way valve plate to realize the selectively communication between the first sub-chamber a1 and the second sub-chamber a2. A compression channel and a recovery channel can be provided inside the second valve 22221, a compression valve plate is provided corresponding to the compression channel, and a recovery valve plate is provided corresponding to the recovery channel to communicate the second sub-chamber a2 with the outer chamber b during the compression stroke and the stretching stroke respectively.

[0107] Thus, damping force can be generated through the throttling effect of the first valve 2122 and the second valve 22221, effectively buffering the road excitation and improving the comfort.

[0108] Such as Figure 1 and Figure 2As shown, according to some embodiments of the present application, the fixing part 11 includes a fixing shell 111, a power source 112, and a transmission group 113. The power source 112 is arranged inside the fixing shell 111. The fixing shell 111 is movably connected to the movable shell 121. The transmission group 113 includes a power input end 1131 and a power output end 1132. The power input end 1131 is power-connected to the power source 112, and the power output end 1132 is arranged on the movable shell 121 and is power-connected to the power output end 1132 to drive the movable shell 121 to move relative to the fixing shell 111.

[0109] Specifically, a frameless motor can be selected as the motor, with the rotor on the inner side in the axial direction, and threaded holes can be provided on the cage 23. The transmission group 113 can be configured as a ball screw transmission part. The lead screw shaft is coaxially nested with the rotor, that is, the end of the lead screw shaft is power-connected to the rotor through a spline structure to form the power output end 1132. A spiral rolling groove for the balls to roll can be provided on the lead screw shaft, and the ball nut meshes with the lead screw shaft, and the balls are arranged between the ball nut and the lead screw shaft. The ball nut forms the power output end 1132. The fixing shell 111 and the movable shell 121 are configured as a nested structure, and the ball nut is fixed to the movable shell 121. To drive the transmission group 113 through the power source 112, the transmission group 113 drives the movable shell 121, and the movable shell 121 moves up and down relative to the fixing shell 111 to realize the height adjustment of the actuator assembly 100.

[0110] Of course, the structure of the transmission group 131 in the embodiments of the present application is not limited to this. In some other embodiments, the transmission group 131 can be configured as a gear-rack transmission part. The gear is connected to the power source 112 and is configured as the power output end 1131, and the rack is connected to the movable shell 121 and is configured as the power output end 1132.

[0111] As Figure 2 shown, the fixing shell 111 includes: a motor shell 1111 and a guide shell 1112. The power source 112 is arranged in the motor shell 1111. One end of the guide shell 1112 is connected to the motor shell 1111, and the other end forms an open mouth. At least part of the movable shell 121 is movably arranged in the guide shell 1112 via the open mouth.

[0112] Specifically, the guide shell 1112 includes a first shell section 11121, a second shell section 11122, and a third shell section 11123 that are connected in sequence in the first direction and have gradually decreasing outer diameters. The first shell section 11121 is connected to the motor shell 1111 through a flange. The second shell section 11122 is adapted to accommodate the transmission group 113 and is used for stroke limiting of the transmission group 113. The third shell section 11123 is sleeved on the movable shell 121 and is adapted to provide movement guidance for the movable shell 121.

[0113] That is to say, one end of the first housing section 11121 in the first direction can form a flange edge, and is connected to the motor housing 1111 through the flange edge to improve the fixing stability and reliability of the power source 111. The other end of the first housing section 11121 can form an annular disc structure, and the annular disc structure is connected to one end of the second housing section 11122. The other end of the second housing section 11122 and the third housing section 11123 are connected through another annular disc structure, and this annular disc structure can be used to limit the stroke of the power output end 1132 of the transmission group 113, improve the working stability of the transmission group 113, and the third housing section 11123 guides the movement of the movable housing 121, improve the movement smoothness of the first damping device 10, and improve the working stability of the actuator assembly 100.

[0114] It should be noted that the inner diameter of the third housing section 11123 can be slightly larger than or equal to the outer diameter of the movable housing 121 to realize the movement guidance of the movable housing 121 and reduce the radial runout of the movable housing 121.

[0115] As Figure 1 shown, according to some embodiments of the present application, it further includes a lower control arm 40, and the lower control arm 40 is connected to the first cylinder body 2221, or the first cylinder body 2221 and the lower control arm 40 are integrally formed.

[0116] That is to say, in some embodiments, the lower control arm 40 is fixedly connected to the first cylinder body 2221, and in other embodiments, the two are integrally formed. The lower control arm 40 is used to connect the wheel or axle, and the lower control arm 40 is directly connected to the second damping device 20, which can further simplify the structure of the actuator assembly 100, reduce the cost of the actuator assembly 100, and improve the space occupation of the actuator assembly 100.

[0117] Next, the working process of the actuator assembly 100 according to the embodiments of the present application will be specifically described:

[0118] Under the condition that the first damping device 10 performs active control, as Figure 2 shown, the motor rotates and transmits power to the power input end 1131. The power input end 1131 rotates, drives the power output end 1132 to perform a linear motion. The power output end 1132 is fixedly connected to the movable housing 121, and then directly drives the movable housing 121 to move. The movable housing 121 moves towards or away from the fixed housing 111 to realize the height adjustment of the suspension.

[0119] When the actuator assembly 100 is in the first actuation mode, the road excitation is transmitted from the wheel to the lower fork arm 40, and then to the cavity portion 22 of the second damping device 20. The cavity portion 22 and the piston assembly 212 produce relative movement. The first valve 2122 and the second valve 22221 can be selectively opened or closed under pressure or electronic control. The volumes of the first sub-chamber a1 and the second sub-chamber a2 change. At the same time, the outer chamber b can supplement the pressure medium to the second sub-chamber a2 or accommodate the pressure medium discharged from the second sub-chamber a2, and generate a damping force to offset the high-frequency road excitation. At the same time, the piston assembly 212 and the piston rod 211 are connected to the piston assembly 212. The movable shell 121 is connected to the movable shell 121, and the movable shell 121 can further transmit low-frequency road excitation and generate a tendency to rotate the power input terminal 1131. The motor suppresses the rotation of the power input terminal 1131 through its own electromagnetic damping force, thereby absorbing the low-frequency road excitation, thereby eliminating the excitation transmitted from different road surfaces to obtain a better driving experience. It should be noted that the first damping device 10 is not powered on here, and the reverse torque generated by the first damping device 10 itself can be generated by the rotational inertia brought by the weight of the vehicle body, or by the electromagnetic damping force between the stator and the mover of the motor itself in the first damping device 10.

[0120] In the first actuation mode, the road excitation (which may include high-frequency excitation, at least part of low-frequency excitation, etc.) is filtered by the second damping device 20, and at least part of the remaining excitation (such as low-frequency high-amplitude, low-frequency low-amplitude vibration) can be further transmitted to the movable housing and the power output end 1132 through the piston rod 211. The power output end 1132 converts the linear motion into the rotation trend of the screw shaft, and the motor suppresses the rotation trend of the power input end 1131 through the reverse torque generated by itself, so as to achieve the purpose of dissipating the excitation energy.

[0121] For example, under low-frequency and low-amplitude excitation, both the first damping device 10 and the second damping device 20 may move. The second damping device 20 may be a soft damper (softer damping). After being subjected to road surface excitation, relative movement occurs between the piston portion 21 and the cavity portion 22, and the road surface excitation is offset to achieve vibration filtering through the second damping device 20. If the second damping device 20 is a hard damper (harder damping), the second damping device 20 may be formed as a rigid body, and push the movable portion 12 to move along the first direction toward the fixed portion 11 to achieve vibration filtering through the first damping device 10. When the amplitude of the road surface excitation is within the tolerance range of the second damping device 20, the first damping device 10 or the second damping device 20 whose damping is relatively softer will be subjected to the road surface excitation. When both the first damping device 10 and the second damping device 20 reach their tolerance limits, the road surface excitation is transmitted to the vehicle body.

[0122] That is to say, the first damping device 10 and the second damping device 20 can achieve coupled vibration filtering. Instead of fixedly filtering all high-frequency excitations by the first damping device 10 and all low-frequency excitations by the second damping device 20, it is based on the current damping states of the first damping device 10 and the second damping device 20, the road surface feedback state, etc., for dynamic coupled vibration filtering.

[0123] In the second actuation mode, when the wheel is jolted, the force exerted on the lower fork arm 40 by the wheel is transmitted to the movable housing through the piston rod 211 of the second damping device 20. The movable housing pushes the power output end 1132, generating a rotational tendency of the power input end 1131. The motor is energized to generate a reverse torque that inhibits the rotation of the power input end 1131 to suppress the rotational tendency of the power input end 1131. However, the power input end 1131 can still rotate and ultimately achieve the purpose of suppressing vehicle body vibration. Among them, the control device of the actuator assembly 100 can be connected to the motor. The control device obtains the current rotation parameters of the motor and obtains the target rotation parameters based on the current rotation parameters. The control device then controls the motor to operate with the target rotation parameters to generate the target rotational torque to better suppress the rotational tendency of the power input end 1131, thereby achieving the effect of suppressing vehicle body vibration and ensuring smooth driving of the vehicle.

[0124] Among them, the greater the jolt received by the wheel, the greater the displacement change between the power input end 1131 and the power output end 1132, the faster the rotation speed of the motor, and the greater the electromagnetic rotational torque generated by the motor 1, which can suppress larger-amplitude vibrations.

[0125] That is to say, in the second actuation mode, it can cooperate with the vehicle preview system. Based on the undulation of the road surface ahead, active control of the actuator assembly 100 is performed. By controlling the magnitude and direction of the motor current, road surface excitation is suppressed, and active adjustment control of the actuator assembly 100 is achieved. At the same time, according to the vehicle body height sensor, when the vehicle body height is too low, the motor output force is controlled, and the suspension height can also be adjusted to prevent the suspension from hitting.

[0126] Among them, when the motor is energized, since the second damping device 20 and the first damping device 10 are in series, the second damping device 20 will move up and down. The hydraulic oil in the first sub-chamber a1 and the second sub-chamber a2 flows through the first valve 2122 to generate a damping force. The damping force generated by the second damping device 20 is opposite to the active force of the first damping device 10. At this time, the first damping device 10 needs to overcome the damping force of the second damping device 20 to complete the above active adjustment.

[0127] Other components and operations of the actuator assembly 100 according to the embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail here.

[0128] An embodiment of the present application provides a suspension system, including: the actuator assembly 100 in the above embodiment.

[0129] An embodiment of the present application provides a vehicle, including: the suspension system in the above embodiment.

[0130] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0131] Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present application. The scope of the present application is defined by the claims and their equivalents.

Claims

1. An actuator assembly (100), characterized in that, Comprising: A first damping device (10), the first damping device (10) comprising a fixed part (11) and a movable part (12) movably connected in a first direction; A second damping device (20), the second damping device (20) comprising a piston part (21) and a cavity part (22) movably connected in the first direction, a movable shell (121) of the movable part (12) being connected to a piston rod (211) of the piston part (21), the piston rod (211) extending into the cavity part (22), and one of the fixed part (11) and the cavity part (22) being adapted to be connected to the vehicle body and the other being adapted to be connected to the axle or wheel; wherein An end face of the movable shell (121) facing the piston part (21) in the first direction is adapted to push against the cavity part (22) to achieve stroke limitation of the cavity part (22).

2. The actuator assembly (100) according to claim 1, wherein, Further comprising: A limit buffer (30), the limit buffer (30) being disposed on the piston rod (211) and located between the movable shell (121) and the cavity part (22), and being adapted to buffer the impact between the movable shell (121) and the cavity part (22).

3. The actuator assembly (100) according to claim 2, characterized in that, The limit buffer (30) is disposed on an end face of the movable shell (121) facing the cavity part (22), and / or on an end face of the cavity part (22) facing the movable shell (121).

4. The actuator assembly (100) according to claim 2, characterized in that, The limit buffer (30) comprises a plurality of sub-gaskets (31) disposed around the piston rod (211), or the limit buffer (30) has an opening (32) and is adapted to be sleeved on the piston rod (211) through the opening (32).

5. The actuator assembly according to claim 2, wherein, The piston part (21) further comprises a piston assembly (212), the piston assembly (212) being connected to the piston rod (211), the cavity part (22) comprising a first cover plate (221) and a first housing (222) connected to each other, the first cover plate (221) and the first housing (222) defining a working chamber, the first cover plate (221) being movably connected to the movable part (12), the limit buffer being disposed between the first cover plate (221) and the movable shell (121), the piston rod (211) passing through the first cover plate (221), the piston assembly (212) being located in the working chamber, and the cavity part (22) being adapted to move relative to the piston assembly (212) under the action of a pressure medium.

6. The actuator assembly (100) according to claim 5, characterized in that, The first housing (222) comprises a first cylinder (2221) and a second cylinder (2222), the first cylinder (2221) and the second cylinder (2222) being spaced apart in the radial direction to divide the working chamber into an inner cavity (a) and an outer cavity (b) communicating with each other, the second cylinder (2222), the first cover plate (221) and the piston assembly (212) dividing the inner cavity (a) into a first sub-cavity (a1) and a second sub-cavity (a2) communicating with each other, and the piston rod (211) being located in the first sub-cavity (a1).

7. The actuator assembly (100) according to claim 6, wherein One end of the first cylinder body (2221) facing the first cover plate (221) is provided with a first flange (22211), and the first flange (22211) is connected to the first cover plate (221).

8. The actuator assembly (100) according to claim 6, characterized in that, The second damping device (20) further includes a cage (23). The cage (23) is disposed between the first cylinder body (2221) and the second cylinder body (2222) and is adapted to fix the second cylinder body (2222).

9. The actuator assembly (100) according to claim 6, wherein, The piston assembly (212) includes a piston body (2121) and a first valve (2122) disposed on the piston body (2121). The piston body (2121) is connected to the piston rod (211), and the first valve (2122) is adapted to communicate the first sub-chamber (a1) with the second sub-chamber (a2) under the action of pressure.

10. The actuator assembly (100) according to claim 9, characterized in that, A buffer member (2123) is further disposed on a side of the piston body (2121) facing the first damping device (10).

11. The actuator assembly (100) according to claim 6, characterized in that, A second valve (22221) is further disposed at one end of the second cylinder body (2222) away from the first damping device (10). The second valve (22221) is adapted to communicate the second sub-chamber (a2) with the outer chamber (b) under the action of pressure to supply a pressure medium to the second sub-chamber (a2) or extract the pressure medium in the second sub-chamber (a2).

12. The actuator assembly (100) according to claim 1, wherein, The fixing portion (11) includes a fixing shell (111), a power source (112), and a transmission group (113). The power source (112) is disposed in the fixing shell (111). The fixing shell (111) is movably connected to the movable shell (121). The transmission group (113) includes a power input end (1131) and a power output end (1132). The power input end (1131) is power-connected to the power source (112), and the power output end (1132) is disposed on the movable shell (121) and is power-connected to the power output end (1132) to drive the movable shell (121) to move relative to the fixing shell (111).

13. The actuator assembly (100) according to claim 12, characterized in that, The transmission group (113) is configured as a ball screw transmission portion or a gear and rack transmission portion.

14. The actuator assembly (100) according to claim 12, characterized in that, The fixing shell (111) includes a motor shell (1111) and a guide shell (1112). The power source (112) is disposed in the motor shell (1111). One end of the guide shell (1112) is connected to the motor shell (1111), and the other end forms an open mouth. At least a part of the movable shell (121) is movably disposed in the guide shell (1112) via the open mouth.

15. The actuator assembly (100) according to claim 14, characterized in that, The guiding housing (1112) includes a first housing segment (11121), a second housing segment (11122), and a third housing segment (11123) that are sequentially connected in the first direction. The first housing segment (11121) is connected to the motor housing (1111) through a flange. The second housing segment (11122) is adapted to accommodate the transmission group (113) and is used to limit the stroke of the transmission group (113). The third housing segment (11123) is sleeved on the movable housing (121) and is adapted to provide motion guidance for the movable housing (121).

16. The actuator assembly (100) according to claim 6, characterized in that, It further includes a lower fork arm (40), and the lower fork arm (40) is connected to the first cylinder body (2221), or the first cylinder body (2221) is integrally formed with the lower fork arm (40).

17. A suspension system, characterized in that, Comprising: The actuator assembly (100) according to any one of claims 1-16.

18. A vehicle, characterized in that, Comprising: The suspension system according to claim 17.

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