Damping rectification structure, suspension system and vehicle

Abstract

The utility model relates to a damping rectification structure, a suspension system and a vehicle, and relates to the technical field of vehicles, and the damping rectification structure comprises a movable part, a conversion part and a power recovery part. The movable part is used for connecting an excitation object and responding to reciprocating motion generated by external excitation; the first end of the conversion part is in transmission connection with the movable part, the second end is in transmission connection with the power recovery part, and the conversion part is used for converting movement of the movable part in different directions into directional rotation of the power recovery part. By arranging a mechanical transmission structure with a rectification function, the power recovery part always keeps rotating in a single direction, so that electromagnetic energy loss and mechanical abrasion caused by frequent reversing are reduced, the energy recovery efficiency is improved, and the service life of the system is prolonged. The structure is suitable for excitation environments such as a vehicle suspension system, the design of a control system can be simplified, and structural stability and practicability are enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a damping rectification structure, a suspension system, and a vehicle. Background Technology

[0002] Currently, some existing automotive energy recovery technologies use a lever mechanism to drive an electromechanical rotary actuator to generate electricity through deceleration. However, because the suspension system constantly bounces up and down during driving, the lever swings frequently, causing the actuator to frequently reverse direction. This results in continuous changes in the direction of the internal magnetic field and current, which not only increases energy loss during the energy conversion process and reduces power generation efficiency, but also accelerates wear and tear on the mechanical parts due to the constant changes in their direction of motion, affecting the generator's lifespan and stability. Utility Model Content

[0003] This application provides a damping rectification structure, a suspension system, and a vehicle, which can improve motor life and at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a damping rectification structure is provided, characterized in that it includes a movable member, a conversion member, and a power recovery member, wherein the movable member is connected to an excitation object, a first end of the conversion member is drivenly connected to the movable member, a second end of the conversion member is drivenly connected to the power recovery member, and the conversion member is configured to convert the motion of the movable member in different directions into the directional motion of the power recovery member when the excitation object is subjected to external excitation.

[0005] Optionally, the conversion component includes a first conversion part and a second conversion part, the first conversion part and the second conversion part are drivenly connected, the first conversion part is drivenly connected to the movable part, and the second conversion part is drivenly connected to the power recovery component.

[0006] Optionally, the conversion component further includes a housing, in which both the first conversion part and the second conversion part are movably connected.

[0007] Optionally, the first conversion unit has a drive shaft that is connected to the moving part in a driving manner.

[0008] Optionally, the movable component includes a first link, the first end of which actuates synchronously with the drive shaft.

[0009] Optionally, the movable component further includes a second link, the first end of which is rotatably connected to the excitation object, and the second end of which is rotatably connected to the second end of the first link.

[0010] Optionally, the first conversion unit further includes a first bevel gear, which is coaxially connected to the drive shaft. The first bevel gear is configured to operate synchronously with the drive shaft in a first direction and to rotate relative to the drive shaft in a second direction.

[0011] Optionally, the first conversion unit further includes a first one-way bearing, wherein the drive shaft operates synchronously with the inner ring of the first one-way bearing, and the first bevel gear operates synchronously with the outer ring of the first one-way bearing.

[0012] Optionally, the inner ring of the first one-way bearing is keyed to the drive shaft, and the outer ring of the first one-way bearing is keyed to the first bevel gear.

[0013] Optionally, the first conversion unit further includes a second bevel gear, which is coaxially connected to the drive shaft. The second bevel gear is configured to rotate relative to the drive shaft in a first direction and to operate synchronously with the drive shaft in a second direction.

[0014] Optionally, the first conversion unit further includes a second one-way bearing, wherein the drive shaft operates synchronously with the inner ring of the second one-way bearing, and the second bevel gear operates synchronously with the outer ring of the second one-way bearing.

[0015] Optionally, the inner ring of the second one-way bearing is keyed to the drive shaft, and the outer ring of the second one-way bearing is keyed to the second bevel gear.

[0016] Optionally, the second conversion unit includes a third bevel gear, which is disposed between the first bevel gear and the second bevel gear and meshes with both the first bevel gear and the second bevel gear.

[0017] Optionally, the power recovery device includes a motor, which is mounted on the vehicle body, and the output shaft of the motor is coaxially connected to the third bevel gear.

[0018] According to a second aspect of this application, a suspension system is provided, including a damping rectification structure as described in the first aspect, and further including an excitation object, the damping rectification structure being disposed on the excitation object.

[0019] Optionally, the excitation object is a swing arm.

[0020] Optionally, it also includes a spring upper support, a coil spring, and a steel strut, wherein the upper end of the coil spring is connected to the vehicle body via the spring upper support, and the lower end of the coil spring is connected to the swing arm via the steel strut.

[0021] Optionally, a steering knuckle is included, which is connected to the control arm.

[0022] According to a third aspect of this application, a vehicle is also provided, including the suspension system of the third aspect.

[0023] In the damping rectification structure of this application embodiment, a damping rectification structure with motion rectification function is constructed by setting the transmission connection relationship between the moving part, the conversion part, and the energy recovery part. This structure can convert the bidirectional or reciprocating mechanical motion generated by the excitation object (such as the vehicle suspension system) under external disturbances such as road surface excitation into the unidirectional rotational motion of the energy recovery part, thereby achieving energy rectification and recovery without adding a complex electronic control system. The rectification function of the conversion part helps the energy recovery part maintain a stable rotation direction, which can reduce the electromagnetic commutation frequency and its related energy loss to a certain extent, while improving the electromechanical conversion efficiency; at the same time, since the energy recovery part does not need to frequently switch between forward and reverse directions, its internal mechanical structure can maintain a consistent direction of motion, thereby reducing the wear rate between mechanical parts, which is beneficial to improving the reliability of system operation and extending its service life.

[0024] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0027] Figure 1 A schematic diagram of the suspension system in an embodiment of this application is shown;

[0028] Figure 2 A schematic diagram of the damping rectifier structure in an embodiment of this application is shown;

[0029] Figure 3 An exploded view of the damping rectifier structure in an embodiment of this application is shown;

[0030] Figure 4 A partial schematic diagram of the directional motion of the damping rectifier structure in an embodiment of this application is shown. Figure 1 ;

[0031] Figure 5 A partial schematic diagram of the directional motion of the damping rectifier structure in an embodiment of this application is shown. Figure 2.

[0032] Explanation of reference numerals in the attached figures:

[0033] 1. Moving part; 11. First link; 12. Second link;

[0034] 2. Conversion component; 21. First conversion section; 211. Drive shaft; 212. First bevel gear; 213. First one-way bearing; 214. Second bevel gear; 215. Second one-way bearing; 22. Second conversion section; 221. Third bevel gear; 23. Housing; 231. First sub-housing; 232. Second sub-housing;

[0035] 3. Power recovery components; 31. Motor;

[0036] 4. Incentive target; 41. Upper swing arm; 42. Lower swing arm;

[0037] 5. Spring support;

[0038] 6. Coil spring;

[0039] 7. Steel support columns;

[0040] 8. Steering knuckle. Detailed Implementation

[0041] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0042] Firstly, this application provides a damped rectifier structure, please refer to... Figure 1 and Figure 2 The damping rectification structure includes a movable element 1, a conversion element 2, and a power recovery element 3. The movable element 1 is connected to the excitation object 4 to respond to the reciprocating motion from the excitation object 4. The first end of the conversion element 2 is drivenly connected to the movable element 1, and the second end of the conversion element 2 is drivenly connected to the power recovery element 3 to convert the motion of the movable element 1 in different directions into the directional motion of the power recovery element 3.

[0043] It is understood that, in the specific structure, the movable component 1 may include a swing arm or sliding assembly for responding to the reciprocating displacement of the excitation object 4 in the vertical direction. The excitation object 4 may be a shock absorber in the suspension system or other components that generate relative displacement. The conversion component 2 is used to rectify the direction of motion and may include a ratchet mechanism, a one-way transmission assembly, a swing arm linkage assembly, a differential gear mechanism, or other mechanical transmission structures with motion direction conversion functions. This structure can drive the power recovery component 3 to rotate in the same direction when the movable component 1 moves upward or downward. The power recovery component 3 is usually an electromechanical rotary actuator, such as a motor 31 used for power generation. In the state of continuous directional rotation, it can reduce the electromagnetic switching frequency and reduce the frequent changes in the direction of the magnetic field and current, thereby helping to reduce electromagnetic losses in the energy conversion process and improve power generation efficiency. Furthermore, when the power recovery component 3 maintains the same direction of rotation, the movement direction of the internal mechanical components remains consistent. Compared with the component wear caused by frequent forward and reverse rotation, it has a certain degree of structural stability advantage, which helps to slow down the accumulation of mechanical stress and fatigue damage, thereby extending the service life of the power recovery component 3.

[0044] In this structure, the transmission connection of the converter 2 can be a rigid connection, chain drive, gear meshing, synchronous belt drive, etc., and the specific selection can be reasonably configured according to the excitation intensity, motion stroke, and required output characteristics. During the rectification process, the converter 2 needs to achieve functional symmetrical or asymmetrical conversion control between input motions in different directions. To ensure the continuity and stability of the motion, an elastic transition component or mechanical buffer device can be further set in the structure to absorb some impact loads and mitigate the mechanical impact caused by sudden motion. Under this structural arrangement, regardless of the displacement direction generated by the excitation object 4, the power recovery component 3 maintains a stable output direction, facilitating the rectification and storage control of its output electrical energy and reducing the complexity requirements of the control algorithm. Therefore, it has certain technical advantages in simplifying system design and improving device reliability.

[0045] It is worth noting that, to avoid ambiguity in understanding terms such as "moving component 1," "conversion component 2," and "energy recovery component 3," moving component 1 refers to the component that directly receives mechanical input from the excitation object 4; conversion component 2 refers to the intermediary structure that, after receiving the output of moving component 1, adjusts the direction of motion and transmits it to the next functional unit; and energy recovery component 3 refers to the functional component that ultimately converts the rectified motion into other forms of energy (such as electrical energy). Through the above structural design, the problems of high electromagnetic loss, heavy mechanical wear, and high control complexity in traditional suspension energy recovery schemes can be overcome to a certain extent, thus providing technical support for the efficient and stable recovery of energy during vehicle operation.

[0046] In some embodiments, combined with Figure 1 , Figure 2 and Figure 3 The conversion component 2 includes a first conversion part 21 and a second conversion part 22. The first conversion part 21 is connected to the movable part 1 in a transmission manner, and the second conversion part 22 is connected to the power recovery component 3 in a transmission manner. The first conversion part 21 and the second conversion part 22 are also connected to each other through a transmission structure, which is used to transmit the reciprocating motion generated by the movable part 1 in response to external excitation to the power recovery component 3 step by step.

[0047] Among them, the movable part 1 responds to the mechanical disturbance (such as the jumping displacement in the suspension system) from the excitation object 4, and drives the first conversion part 21 to move accordingly. The first conversion part 21 outputs the motion to the second conversion part 22 through the internal transmission structure. The second conversion part 22 then outputs the motion to the power recovery part 3, so that the power recovery part 3 always receives motion input in the same direction.

[0048] Based on this structure, the conversion component 2 also includes a housing 23. The first conversion part 21 and the second conversion part 22 are both movably connected inside the housing 23. The housing 23 can be used as a support and limiting mechanism to provide the conversion component with an installation reference and smooth movement space, reduce the impact of environmental disturbances on the conversion accuracy and movement stability of the system during the vehicle's movement, and help improve the continuity and reliability of power transmission.

[0049] It is understood that the "first conversion unit 21" in the above structure is typically used to receive non-directional motion input from the moving part 1, and its form can be gears, cams, connecting rods, ratchet assemblies, etc. The "second conversion unit 22" is used to regulate the output motion of the first conversion unit 21 into a rotational output in a unified direction, and can adopt mechanical components with rectification functions such as differential mechanisms, planetary gears, and two-way ratchet groups. The two work together to form a combined structure of graded transmission and rectification. The transmission connection between the first conversion unit 21 and the second conversion unit 22 can adopt rigid couplings, gear meshing, or flexible transmission, and the selection is matched according to the excitation frequency and torque requirements. Through this structural setting, while ensuring the integrity of the transmission path, it helps to maintain the consistency of the output direction of the power recovery unit 3 under different input directions, thereby reducing the energy loss caused by electromagnetic changes, which is beneficial to improving the energy recovery efficiency of the whole vehicle, and also has a positive effect on the mechanical stress control and service life of the power recovery unit 3. The “movable connection” in the above structure refers to the non-fixed connection between the conversion component and the housing 23, which can move relative to each other around a certain axis or within a preset track, ensuring that the system has the necessary mobility and adaptability during transmission.

[0050] For example, combined Figure 2 , Figure 3 The housing 23 includes a first sub-housing 231 and a second sub-housing 232, which are detachably connected by means of snap-fit ​​or bolt connection.

[0051] In some examples, combined Figure 3 , Figure 4 and Figure 5 The first conversion unit 21 includes a drive shaft 211, a first connecting rod 11, and a second connecting rod 12. The first end of the second connecting rod 12 is rotatably connected to the excitation object 4, and the second end of the second connecting rod 12 is rotatably connected to the second end of the first connecting rod 11. The first end of the first connecting rod 11 is also connected to the drive shaft 211. It can be understood that when the excitation object 4 is displaced by road surface excitation or changes in vehicle posture, the first end of the second connecting rod 12 is rotatably connected to the excitation object 4. Therefore, the excitation object 4 will cause the second connecting rod 12 to swing, making the second end of the second connecting rod 12 rotatably connected to the second end of the first connecting rod 11. This allows the up-and-down movement of the excitation object 4 to be transmitted to the first connecting rod 11 via the swing of the second connecting rod 12, causing the first connecting rod 11 to swing in the plane. The first end of the first connecting rod 11 operates synchronously with the drive shaft 211; that is, when the first connecting rod 11 swings, it directly drives the drive shaft 211 to rotate, thereby converting the mechanical input in the moving part 1 into the rotational input on the drive shaft 211. It is worth noting that the first link 11 is perpendicular to the drive shaft 211, and the connection between the first link 11 and the drive shaft 211 is synchronous. Thus, after the first link 11 swings, it will synchronously drive the drive shaft 211 to rotate.

[0052] Furthermore, to achieve rotational direction rectification, a first bevel gear 212 is coaxially connected to the drive shaft 211. A first one-way bearing 213 is provided between the first bevel gear 212 and the drive shaft 211. The inner ring of the first one-way bearing 213 is connected to the drive shaft 211 via a key, and the outer ring is also connected to the first bevel gear 212 via a key. In this structure, when the drive shaft 211 rotates in the first direction, the first bevel gear 212 moves synchronously with the drive shaft 211, and the synchronous driving effect between the outer and inner rings can be achieved through the structural characteristics of the first one-way bearing 213. When the drive shaft 211 rotates in the second direction, the first one-way bearing 213 causes relative rotation between the inner and outer rings, thereby preventing the first bevel gear 212 from rotating with the drive shaft 211. This design allows the first bevel gear 212 to output power only in one direction, which is beneficial for rectifying the reciprocating motion of the moving part 1 in different directions into a rotational output in a unified direction. When combined with the second conversion part 22, it can further drive the power recovery part 3 to move continuously in a unified direction. This rectification mechanism can filter the direction of motion through the mechanical structure itself without relying on an electronic control system to detect and switch between forward and reverse rotation, which helps to simplify system complexity and improve stability.

[0053] In terms of structural explanation, "first link 11" refers to a rod-shaped component that is connected to the drive shaft 211 and can swing under excitation. One end of it is rotatably connected to the second link 12 to form a movable hinge relationship. "Second link 12" is a force transmission rod used to convert the relative displacement of the excitation object 4 into the swing of the first link 11. It is rotatably connected to both the excitation object 4 and the first link 11 to achieve movable linkage. "Drive shaft 211" is a rotating shaft in the first conversion part 21. Its function is to receive the mechanical input from the moving part 1 and output rotational motion to the subsequent structure. "First bevel gear 212" is a bevel gear used to realize the rectification of the rotational direction. It works in conjunction with the first one-way bearing 213 to output power in a specific rotational direction. "First one-way bearing 213" is a bearing component with one-way transmission capability. It allows the inner and outer rings of the first one-way bearing 213 to move synchronously in one direction and slide relative to each other in another direction. It often adopts a roller type or wedge type structure and is more common in mechanical rectification transmission systems.

[0054] The above structural design can reduce the negative impact of frequent forward and reverse oscillations of the moving part 1 on the subsequent transmission parts to a certain extent, reduce the energy loss caused by frequent changes in direction, and help maintain the consistency of the input direction of the power recovery part 3. This has technical support significance for improving the efficiency of energy recovery, reducing mechanical wear and enhancing system stability.

[0055] In some examples, such as Figure 3 , Figure 4 and Figure 5 As shown, the first conversion unit 21 further includes a second bevel gear 214, which is coaxially arranged with the drive shaft 211 and forms a transmission connection with the drive shaft 211 through a second one-way bearing 215. The inner ring of the second one-way bearing 215 is connected to the drive shaft 211 by a key, and the outer ring is also connected to the second bevel gear 214 by a key. The second one-way bearing 215 has a unidirectional rotation characteristic, that is, when the drive shaft 211 rotates in the second direction, its inner and outer rings can achieve synchronous operation, thereby driving the second bevel gear 214 to rotate in the same direction; however, when the drive shaft 211 rotates in the first direction, relative sliding occurs between the inner and outer rings, and the second bevel gear 214 will not rotate synchronously with the drive shaft 211. In this structure, the function of the second bevel gear 214 is opposite to that of the aforementioned first bevel gear 212, and the two together constitute a rectifier mechanism with forward and reverse separation output. When the drive shaft 211 rotates in the first direction, the first bevel gear 212 outputs power, while the second bevel gear 214 idles; when the drive shaft 211 rotates in the second direction, the second bevel gear 214 outputs power, while the first bevel gear 212 idles. In this way, regardless of whether the drive shaft 211 rotates in the forward or reverse direction due to the excitation object 4, power can be output in the same direction through the corresponding bevel gears.

[0056] For example, the second conversion unit 22 includes a third bevel gear 221, which is disposed between the first bevel gear 212 and the second bevel gear 214 and meshes with both the first bevel gear 212 and the second bevel gear 214.

[0057] Structurally, the first bevel gear 212 and the second bevel gear 214 are respectively mounted on the drive shaft 211 and establish a unidirectional transmission relationship with the drive shaft 211 through the first one-way bearing 213 and the second one-way bearing 215, respectively. This allows them to move synchronously with the drive shaft 211 in one direction and rotate relative to the drive shaft 211 in another direction. With this configuration, when the drive shaft 211 rotates in the first direction, the first bevel gear 212 moves synchronously with the drive shaft 211, outputting power to the third bevel gear 221, causing the third bevel gear 221 to rotate in the third direction. Meanwhile, the second bevel gear 214, due to its relative rotation with the drive shaft 211 in this direction, cannot output power. Conversely, when the drive shaft 211 rotates in the second direction, the second bevel gear 214 operates synchronously with the drive shaft 211, outputting power to the third bevel gear 221 and also driving the third bevel gear 221 to rotate in the same third direction. At this time, the first bevel gear 212 does not rotate synchronously with the drive shaft 211 and is in an idle state. Therefore, the third bevel gear 221, as a rectifier gear, can always maintain a unidirectional output even when the drive shaft 211 rotates in both directions, thus forming a simple and mechanically stable rotary rectifier device.

[0058] In the above structural design, the "third direction" of the third bevel gear 221 can be clockwise or counterclockwise, depending on the meshing method between the first bevel gear 212 and the second bevel gear 214 and the third bevel gear 221, respectively. Crucially, the rotation direction of the third bevel gear 221 remains constant regardless of how the transmission shaft 211 changes direction. Because the first bevel gear 212 and the second bevel gear 214 combine power from different directions into a single output direction through angle transformation during meshing, this structure improves the stability of power transmission and reduces mechanical losses caused by frequent forward and reverse rotations at the power output end. During power transmission, the third bevel gear 221 not only acts as a rectifier but also serves as the input gear for the second conversion unit 22, further connecting with subsequent power storage components or flywheel mechanisms for energy absorption or storage. The entire system has a compact structure and clear motion logic, which is beneficial for the stable recovery of vibration energy in multi-directional excitation scenarios. In the above structure, "meshing" refers to the establishment of a power transmission path between gears through tooth surface meshing, a connection method that possesses the characteristics of efficient transmission and direction conversion. By setting the third bevel gear 221, multi-directional input power can be unified into unidirectional output power, which helps to improve the energy utilization rate of the overall system and reduces the impact load caused by direction switching in the structure, thereby improving the service life of the components.

[0059] In some implementations, combined with Figure 2 , Figure 3 and Figure 4 The energy recovery unit 3 includes a motor 31, which is mounted on the vehicle body. The output shaft of the motor 31 is coaxially connected to a third bevel gear 221. Specifically, the third bevel gear 221 rotates in the same direction under the drive of the first bevel gear 212 or the second bevel gear 214. The third bevel gear 221 is coaxially connected to the output shaft of the motor 31, meaning that the rotation of the third bevel gear 221 directly drives the rotation of the output shaft of the motor 31. In this structure, the motor 31 is in a power generation state. Its rotating parts absorb kinetic energy input bidirectionally from the transmission shaft 211 through the third bevel gear 221 and convert this kinetic energy into electrical energy, which is then output to the corresponding energy storage unit. Through the above structure, during the bidirectional motion of the excitation object 4 caused by external forces, the mechanical energy in both directions can be rectified in a unified direction, and the rectified energy can be input to the motor 31 for energy recovery. This structure has the function of converting mechanical energy into electrical energy, which is beneficial to improving the energy utilization rate of the entire vehicle and assisting in energy recovery. The aforementioned "coaxial connection" refers to the fact that the rotation axis of the third bevel gear 221 coincides with the rotation axis of the output shaft of the motor 31, thus forming a rigid or semi-rigid connection, which helps maintain the stability and transmission accuracy of the transmission process. Through this structure, electrical energy can be directly converted at the rectified power output end. The structure is compact, the transmission path is clear, and it is beneficial to the efficient integration and lightweight design of the system.

[0060] Secondly, this application also provides a suspension system, referring to Figure 1 The suspension system includes a damping rectification structure in the first aspect, and also includes an excitation object 4, which is a swing arm. The swing arm includes an upper swing arm 41 and a lower swing arm 42. The damping rectification structure is located on the lower swing arm 42 and is used to respond to the swing arm movement caused by external excitations such as road surface undulations during vehicle operation.

[0061] Furthermore, the suspension system also includes an upper spring support 5, a coil spring 6, and a steel strut 7. The upper end of the coil spring 6 is fixedly connected to the vehicle body via the upper spring support 5, and the lower end of the coil spring 6 is connected to the lower control arm 42 via the steel strut 7, providing elastic support and damping during vehicle operation. In addition, the suspension system also includes a steering knuckle 8, which is connected to the lower control arm 42. This allows the lower control arm 42 to not only bear vertical loads but also serve as a connection node for the steering system, assisting in the vehicle's steering control function.

[0062] It is understandable that, through the above structural setup, the swing arm, under the state of the excitation object 4, can cause periodic swinging motion due to road excitation or vehicle dynamics, driving the moving part 1 in the damping rectification structure to reciprocate. The moving part 1 drives the transmission shaft 211 to rotate through the transmission connection with the transmission shaft 211, and sequentially drives the subsequent structure to complete the rectification, gear transmission and kinetic energy recovery process. Finally, it outputs a rotation in the same direction as the motor 31 via the third bevel gear 221, so that the bidirectional swinging motion can be rectified into a rotational input in a unified direction, thereby stably converting mechanical energy into electrical energy output.

[0063] Based on this, the suspension system exhibits strong adaptability in structural integration. The control arm, as a core component of traditional independent suspension, not only provides basic support through structural combination but also drives the energy rectification device to work collaboratively, achieving efficient rectification and recovery of mechanical energy. Furthermore, "control arm" here refers to a link-like component installed in the suspension system, with one end connected to the vehicle body and the other end connected to the steering knuckle 8, possessing a degree of freedom to swing in a specific direction. "Spring upper support 5" refers to the component installed between the vehicle body and the coil spring 6 for force transmission and limiting, functioning to limit the spring's working stroke and support load. This integrated structural design is beneficial for adding energy rectification and recovery functions without altering the traditional suspension motion mode, providing auxiliary support for vehicle energy conservation and demonstrating significant engineering application value.

[0064] Thirdly, this application provides a vehicle that includes the suspension system of the second aspect.

[0065] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0066] In the description of this application, 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. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0067] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0068] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0069] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A damped rectifier structure, characterized in that, It includes a movable part (1), a conversion part (2) and a power recovery part (3). The movable part (1) is connected to the excitation object (4). The first end of the conversion part (2) is connected to the movable part (1) in a transmission manner, and the second end of the conversion part (2) is connected to the power recovery part (3) in a transmission manner. The conversion part (2) is configured to convert the motion of the movable part (1) in different directions into the directional motion of the power recovery part (3) when the excitation object (4) is subjected to external excitation.

2. The damping rectifier structure according to claim 1, characterized in that, The conversion component (2) includes a first conversion part (21) and a second conversion part (22). The first conversion part (21) and the second conversion part (22) are connected in a transmission manner. The first conversion part (21) is connected in a transmission manner to the movable part (1). The second conversion part (22) is connected in a transmission manner to the power recovery component (3).

3. The damping rectifier structure according to claim 2, characterized in that, The conversion component (2) also includes a housing (23), and the first conversion part (21) and the second conversion part (22) are both movably connected inside the housing (23).

4. The damping rectifier structure according to claim 3, characterized in that, The first conversion unit (21) has a drive shaft (211) which is connected to the movable member (1) in a transmission connection.

5. The damping rectifier structure according to claim 4, characterized in that, The movable component (1) includes a first connecting rod (11), the first end of which moves synchronously with the transmission shaft (211).

6. The damping rectifier structure according to claim 5, characterized in that, The movable component (1) further includes a second link (12), the first end of which is rotatably connected to the excitation object (4), and the second end of which is rotatably connected to the second end of the first link (11).

7. The damping rectifier structure according to claim 4, characterized in that, The first conversion unit (21) also has a first bevel gear (212), which is coaxially connected to the transmission shaft (211). The first bevel gear (212) is configured to operate synchronously with the transmission shaft (211) in a first direction and to rotate relative to the transmission shaft (211) in a second direction.

8. The damping rectifier structure according to claim 7, characterized in that, The first conversion unit (21) also has a first one-way bearing (213), the transmission shaft (211) operates synchronously with the inner ring of the first one-way bearing (213), and the first bevel gear (212) operates synchronously with the outer ring of the first one-way bearing (213).

9. The damping rectifier structure according to claim 8, characterized in that, The inner ring of the first one-way bearing (213) is keyed to the drive shaft (211), and the outer ring of the first one-way bearing (213) is keyed to the first bevel gear (212).

10. The damping rectifier structure according to any one of claims 7 to 9, characterized in that, The first conversion unit (21) also has a second bevel gear (214), which is coaxially connected to the transmission shaft (211). The second bevel gear (214) is configured to rotate relative to the transmission shaft (211) in a first direction and to operate synchronously with the transmission shaft (211) in a second direction.

11. The damping rectifier structure according to claim 10, characterized in that, The first conversion unit (21) also has a second one-way bearing (215), the transmission shaft (211) and the inner ring of the second one-way bearing (215) operate synchronously, and the second bevel gear (214) and the outer ring of the second one-way bearing (215) operate synchronously.

12. The damping rectifier structure according to claim 11, characterized in that, The inner ring of the second one-way bearing (215) is keyed to the drive shaft (211), and the outer ring of the second one-way bearing (215) is keyed to the second bevel gear (214).

13. The damping rectifier structure according to claim 10, characterized in that, The second conversion unit (22) includes a third bevel gear (221), which is disposed between the first bevel gear (212) and the second bevel gear (214) and meshes with both the first bevel gear (212) and the second bevel gear (214).

14. The damping rectifier structure according to claim 13, characterized in that, The power recovery unit (3) includes a motor (31), which is mounted on the vehicle body, and the output shaft of the motor (31) is coaxially connected to the third bevel gear (221).

15. A suspension system, characterized in that, The damping rectifier structure includes any one of claims 1 to 14, and further includes an excitation object (4), wherein the damping rectifier structure is disposed on the excitation object (4).

16. The suspension system according to claim 15, characterized in that, The incentive object (4) is the swing arm.

17. The suspension system according to claim 16, characterized in that, It also includes a spring upper support (5), a coil spring (6) and a steel strut (7). The upper end of the coil spring (6) is connected to the vehicle body through the spring upper support (5), and the lower end of the coil spring (6) is connected to the swing arm through the steel strut (7).

18. The suspension system according to claim 16, characterized in that, It also includes a steering knuckle (8) which is connected to the swing arm.

19. A vehicle, characterized in that, Includes the suspension system as described in any one of claims 15 to 18.

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