Vehicle vibration reduction assembly, suspension system, and vehicle

Abstract

A vehicle vibration reduction assembly, a suspension system, and a vehicle. The vibration reduction assembly comprises a driving motor (100). The driving motor (100) comprises: a first fitting component (10) and an intermediate fitting component (20), the first fitting component (10) and the intermediate fitting component (20) being magnetically coupled, and the intermediate fitting component (20) being able to rotate and reciprocate relative to the first fitting component (10); and a second fitting component (30), the second fitting component (30) being movably fit to the intermediate fitting component (20), the intermediate fitting component (20) being able to reciprocate at least relative to the second fitting component (30), one of the first fitting component (10) and the second fitting component (30) being adapted to be mounted to a vehicle body, and the other being adapted to be mounted to a vehicle axle.

Description

Vehicle shock absorption assembly and suspension system, vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 2024102658298 and application date March 8, 2024, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the technical field of shock absorbers, and in particular to a vehicle shock absorber assembly and suspension system, and a vehicle. Background Art

[0004] The shock absorber in the related art can adjust the distance between the vehicle body and the axle. If the shock absorber needs to have a larger stroke, the stator part and the mover part of the shock absorber need to be designed to be longer, and the shock absorber occupies a larger space.

[0005] Application Contents

[0006] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle vibration damping assembly that can achieve a larger output stroke within the same axial dimension, or a smaller axial dimension within the same output stroke, thereby facilitating an increase in the output stroke of the vibration damping assembly or a decrease in the axial dimension of the vibration damping assembly.

[0007] The present application also provides a suspension system having the vehicle's shock-absorbing assembly.

[0008] The application also provides a vehicle having the suspension system.

[0009] According to the first aspect of the present application, the vehicle's shock absorption assembly includes: a drive motor, the drive motor includes a first mating part and an intermediate mating part, the first mating part and the intermediate mating part are magnetically coupled and the intermediate mating part can move back and forth relative to the first mating part; a second mating part, the second mating part is movably engaged with the intermediate mating part, the intermediate mating part can rotate and move back and forth at least relative to the second mating part, one of the first mating part and the second mating part is suitable for installation on the vehicle body and the other is suitable for installation on the axle.

[0010] According to the vehicle's shock absorber assembly of the embodiment of the present application, a larger output stroke can be achieved under the same axial dimension, or the axial dimension can be made smaller under the same output stroke, thereby facilitating increasing the output stroke of the shock absorber assembly or reducing the axial dimension of the shock absorber assembly.

[0011] In addition, the vehicle vibration reduction assembly according to the above embodiment of the present application may also have the following additional technical features:

[0012] According to some embodiments of the present application, the intermediate fitting piece is provided with a first fitting hole and a second fitting hole that are nested together, the first fitting piece is provided with a fitting portion, the fitting portion is inserted into the first fitting hole, and the second fitting piece is inserted into the second fitting hole.

[0013] According to some optional embodiments of the present application, the mating portion is used to generate a magnetic field, and the intermediate mating piece is provided with at least one permanent magnet, which is located outside the first mating hole and is arranged opposite to the mating portion.

[0014] In some embodiments, both sides of the first fitting hole are correspondingly provided with the permanent magnets arranged around it.

[0015] According to some embodiments of the present application, the intermediate fitting member is rotatable relative to the first fitting member and the second fitting member.

[0016] According to some optional embodiments of the present application, the first mating piece has a first thread groove, the intermediate mating piece has a second thread groove, and a plurality of first balls are rollably disposed in the first thread groove and the second thread groove.

[0017] According to some specific embodiments of the present application, in the moving direction of the intermediate fitting, a first stopper is provided at the end of the first fitting, and the first stopper is used to stop the first ball.

[0018] According to some optional embodiments of the present application, the intermediate fitting member has a third thread groove, the second fitting member has a fourth thread groove, and a plurality of second balls are rollably disposed in the third thread groove and the fourth thread groove.

[0019] According to some specific embodiments of the present application, in the moving direction of the intermediate fitting, a second stopper and a third stopper arranged at intervals are provided on the intermediate fitting, and the second stopper and the third stopper are used to stop the second ball.

[0020] According to some optional embodiments of the present application, the second fitting part is formed as a screw, and the intermediate fitting part is arranged outside the second fitting part, wherein the first fitting part is suitable for being connected to the vehicle body, and the second fitting part is suitable for being connected to the axle; or, the first fitting part is suitable for being connected to the axle, and the second fitting part is suitable for being connected to the vehicle body.

[0021] According to some embodiments of the present application, the vehicle's shock-absorbing assembly further includes: a buffer component, which is located at the first fitting component and is arranged corresponding to the intermediate fitting component in the moving direction of the intermediate fitting component.

[0022] According to an embodiment of a second aspect of the present application, a suspension system is provided, which includes the shock absorbing assembly according to the embodiment of the first aspect of the present application.

[0023] According to the suspension system of the embodiment of the present application, by utilizing the shock absorbing assembly described in the embodiment of the first aspect of the present application, it is possible to achieve a larger output stroke under the same axial dimension, or make the axial dimension smaller under the same output stroke, thereby facilitating increasing the output stroke of the shock absorbing assembly or reducing the axial dimension of the shock absorbing assembly.

[0024] According to an embodiment of a third aspect of the present application, a vehicle is provided, comprising the suspension system according to the embodiment of the second aspect of the present application.

[0025] According to the vehicle of the embodiment of the present application, by utilizing the suspension system described in the embodiment of the second aspect of the present application, it is possible to achieve a larger output stroke under the same axial dimension, or make the axial dimension smaller under the same output stroke, thereby facilitating increasing the output stroke of the shock absorber assembly or reducing the axial dimension of the shock absorber assembly.

[0026] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0028] FIG1 is a schematic structural diagram of a vehicle vibration reduction assembly according to an embodiment of the present application.

[0029] FIG2 is a schematic structural diagram of a vehicle shock-absorbing assembly according to an embodiment of the present application, wherein the second fitting member moves downward to a maximum stroke.

[0030] FIG3 is a schematic structural diagram of a vehicle shock-absorbing assembly according to an embodiment of the present application, wherein the second fitting member moves upward to a maximum stroke.

[0031] FIG4 is a schematic structural diagram of a vehicle vibration reduction assembly according to another embodiment of the present application.

[0032] Reference numerals: vibration reduction assembly 1000, drive motor 100,

[0033] First matching piece 10, first thread groove 11, matching portion 12, first stopper 16,

[0034] Intermediate fitting 20, second thread groove 22, third thread groove 23, first fitting hole 241, second fitting hole 242, permanent magnet 25, second stopper 26, third stopper 27, first shell 28, accommodating cavity 281,

[0035] The second matching piece 30, the fourth thread groove 34,

[0036] First rolling ball 41 , second rolling ball 42 , and buffer 43 . DETAILED DESCRIPTION

[0037] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0038] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "vertical", "width", "thickness", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on this application.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0040] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections, electrical connections, or communication; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0041] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or the first and second features being in contact not directly but through another feature therebetween. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is at a higher level than the second feature.

[0042] A vehicle vibration damping assembly 1000 according to an embodiment of the present application will be described below with reference to the accompanying drawings.

[0043] As shown in FIG. 1 to FIG. 4 , a vehicle vibration reduction assembly 1000 according to an embodiment of the present application includes a drive motor 100 and a second mating component 30 .

[0044] The drive motor 100 includes a first fitting part 10 and an intermediate fitting part 20. The first fitting part 10 and the intermediate fitting part 20 are magnetically coupled and the intermediate fitting part 20 can move back and forth relative to the first fitting part 10. The second fitting part 30 is movably matched with the intermediate fitting part 20. The intermediate fitting part 20 can rotate and move back and forth at least relative to the second fitting part 30 to realize the reciprocating movement of the first fitting part 10 and the second fitting part 30. One of the first fitting part 10 and the second fitting part 30 is suitable for installation on the vehicle body and the other is suitable for installation on the axle. Among them, the one installed on the vehicle body is regarded as a fixed reference object, and the other installed on the axle can change the distance between the vehicle body and the axle when moving, and thus can adjust the distance between the vehicle body and the axle according to needs, so as to shorten the distance between the vehicle body and the axle when the axle jumps up, and increase the distance between the vehicle body and the axle when the axle jumps down, so as to reduce the amplitude of vibration of the vehicle body caused by the axle, thereby facilitating the improvement of the comfort of the occupants in the vehicle body.

[0045] At the same time, when the drive motor 100 is working, the drive motor 100 generates a damping force between the first fitting 10 and the second fitting 30 to cushion the vibration of the axle, thereby reducing the vibration transmitted to the vehicle body, so as to improve the comfort of the driver and passengers.

[0046] Specifically, in the embodiment where the first mating member 10 is mounted to the vehicle body, the first mating member 10 is considered stationary. When the intermediate mating member 20 rotates, the intermediate mating member 20 moves relative to the first mating member 10. This movement of the intermediate mating member 20 drives the second mating member 30 to move. At this time, the movement distance of the second mating member 30 relative to the first mating member 10 is the first travel distance. Simultaneously, when the intermediate mating member 20 moves, relative movement occurs between the intermediate mating member 20 and the second mating member 30. The movement distance of the second mating member 30 relative to the intermediate mating member 20 is the second travel distance. The first and second travel directions are the same. In summary, the movement distance of the second mating member 30 relative to the first mating member 10 is the sum of the first and second travel distances.

[0047] In the embodiment where the second mating member 30 is mounted to the vehicle body, the second mating member 30 is considered stationary. When the intermediate mating member 20 rotates, it moves relative to the first mating member 10. In this case, the travel of the first mating member 10 relative to the intermediate mating member 20 is the third travel. Simultaneously, when the intermediate mating member 20 moves, relative movement occurs between the intermediate mating member 20 and the second mating member 30. This movement of the intermediate mating member 20 drives movement of the first mating member 10. In this case, the travel of the first mating member 10 relative to the second mating member 30 is the fourth travel. The third and fourth travels move in the same direction. In summary, the travel of the first mating member 10 relative to the second mating member 30 is the sum of the third and fourth travels.

[0048] That is to say, the total movement stroke of the second fitting 30 and the first fitting 10 in relative movement is two strokes, and the shock absorber in traditional technology can only achieve one stroke. Compared with the traditional shock absorber, when the axial dimensions are the same, the present application can achieve a larger output stroke, or under the same output stroke, the minimum dimension of the present application along its axial direction is smaller than the minimum dimension of the shock absorber in traditional technology.

[0049] Therefore, the shock absorbing assembly 1000 of the vehicle according to the embodiment of the present application can achieve a larger output stroke under the same axial dimension, or make the axial dimension smaller under the same output stroke, so as to increase the output stroke of the shock absorbing assembly 1000 or reduce the axial dimension of the shock absorbing assembly 1000.

[0050] A vehicle vibration damping assembly 1000 according to a specific embodiment of the present application will be described below with reference to the accompanying drawings.

[0051] In some specific embodiments of the present application, as shown in FIG. 1 to FIG. 4 , the vibration reduction assembly 1000 includes a driving motor 100 and a second matching component 30 .

[0052] In some embodiments of the present application, as shown in Figure 2, the intermediate fitting 20 is provided with a first fitting hole 241, and the first fitting 10 is provided with a fitting portion 12, which is inserted into the first fitting hole 241. The first fitting hole 241 can avoid the movement of the fitting portion 12. When the first fitting 10 and the intermediate fitting 20 move relative to each other, the fitting portion 12 can move in the first fitting hole 241, so that the first fitting 10 and the intermediate fitting 20 can move relative to each other smoothly.

[0053] The intermediate fitting part 20 is also provided with a second fitting hole 242, into which the second fitting part 30 is inserted. The second fitting hole 242 can avoid the movement of the second fitting part 30. When the second fitting part 30 and the intermediate fitting part 20 move relative to each other, the second fitting part 30 can move in the second fitting hole 242 so that the second fitting part 30 and the intermediate fitting part 20 can move relative to each other smoothly.

[0054] Among them, the first mating hole 241 and the second mating hole 242 are nested, the mating part 12 extends into the first mating hole 241, and the second mating part 30 extends into the second mating hole 242. This makes it easier to reduce the radial size of the first mating part 10, the intermediate mating part 20 and the second mating part 30 in the first mating hole 241, and further makes it easier to reduce the radial size of the vibration damping assembly 1000.

[0055] In some optional embodiments of the present application, the mating portion 12 is used to generate a magnetic field, for example, a static magnetic field or a rotating magnetic field, and the intermediate mating piece 20 is provided with at least one permanent magnet 25, which couples with the magnetic field generated by the mating portion 12.

[0056] The magnetic field coupling between the mating portion 12 and the permanent magnet 25 is used to directly drive the intermediate mating piece 20 to move without requiring other transmission mechanisms, thereby increasing the corresponding speed of the intermediate mating piece 20 and reducing energy loss during the transmission process.

[0057] In some embodiments, as shown in Figures 1-3, the vehicle body is connected to the first fitting part 10, and the axle is connected to the second fitting part 30. When the vibration damping assembly 1000 actively buffers the vibration of the axle, the rotating magnetic field generated by the fitting part 12 has an action force on the permanent magnet 25, so that the permanent magnet 25 has an action force on the fitting part 12, that is, the first fitting part 10 has an action force on the intermediate fitting part 20. At this time, the intermediate fitting part 20 has an action force on the second fitting part 30, so as to generate a vibration damping force between the first fitting part 10 and the second fitting part 30, so that the vibration damping assembly 1000 outputs the vibration damping force to the axle through the second fitting part 30, so as to buffer the vibration at the axle, thereby reducing the vibration transmitted to the vehicle body and improving the comfort of the occupants in the vehicle body.

[0058] When the vibration damping assembly 1000 passively buffers the vibration of the axle, when the axle bounces, the axle drives the second fitting part 30 to move. When the second fitting part 30 moves, it drives the intermediate fitting part 20 to move and the intermediate fitting part 20 moves relative to the first fitting part 10. When the intermediate fitting part 20 moves relative to the first fitting part 10, the fitting portion 12 cuts the magnetic flux lines in the static magnetic field generated by the permanent magnet 25 on the intermediate fitting part 20 to generate a relative force between the intermediate fitting part 20 and the first fitting part 10. The force applied to the intermediate fitting part 20 is opposite to the direction of its movement, so as to hinder the movement of the intermediate fitting part 20 and then hinder the movement of the second fitting part 30, so as to output the damping force to the axle through the second fitting part 30, thereby buffering the vibration of the axle and reducing the vibration transmitted to the vehicle body.

[0059] In other embodiments, as shown in Figure 4, the vehicle body is connected to the second fitting part 30, and the axle is connected to the first fitting part 10. When the vibration damping assembly 1000 actively buffers the vibration of the axle, the rotating magnetic field generated by the fitting part 12 has an action force on the permanent magnet 25, so that the permanent magnet 25 has an action force on the fitting part 12, that is, the first fitting part 10 has an action force on the intermediate fitting part 20. At this time, the intermediate fitting part 20 has an action force on the second fitting part 30, so that there is an action force between the first fitting part 10 and the second fitting part 30. The vibration damping assembly 1000 outputs the vibration damping force to the axle through the first fitting part 10 to buffer the vibration at the axle, thereby reducing the vibration transmitted to the vehicle body and improving the comfort of the occupants in the vehicle body.

[0060] When the vibration damping assembly 1000 passively buffers the bouncing of the vehicle axle, when the vehicle axle vibrates, the vehicle axle drives the first fitting part 10 to move, and the first fitting part 10 drives the intermediate fitting part 20 to move. When the intermediate fitting part 20 moves relative to the first fitting part 10, the fitting portion 12 cuts the magnetic flux lines in the static magnetic field generated by the permanent magnet 25 on the intermediate fitting part 20 to generate a relative force between the intermediate fitting part 20 and the first fitting part 10. The intermediate fitting part 20 is subjected to a force opposite to its movement direction to hinder the movement of the intermediate fitting part 20, and then hinder the movement of the first fitting part 10, so as to output the vibration damping force to the vehicle axle through the first fitting part 10, and then buffer the vibration of the vehicle axle to reduce the vibration transmitted to the vehicle body.

[0061] In some specific embodiments of the present application, the permanent magnet 25 is located outside the first mating hole 241 , and the permanent magnet 25 is arranged opposite to the mating portion 12 to facilitate magnetic coupling between the permanent magnet 25 and the mating portion 12 .

[0062] What needs to be explained here is that the outer side of the first matching hole 241 mentioned here is relative to the inner ring line inside the first matching hole 241, wherein the first matching hole 241 is an annular hole, and the first matching hole 241 includes a first edge circumference and a second edge circumference, the first edge circumference and the second edge circumference are concentric circles, the inner ring line is located between the first edge circumference and the second edge circumference, the side of the first edge circumference away from the inner ring line is the outer side of the hole, and the side of the second edge circumference away from the inner ring line is the outer side of the hole.

[0063] Among them, the permanent magnet 25 is located outside the hole of the first mating hole 241. In this way, when the first mating piece 10 and the intermediate mating piece 20 move relative to each other and the mating part 12 moves in the first mating hole 241, the permanent magnet 25 is set outside the hole of the first mating hole 241 to ensure that the permanent magnet 25 and the mating part 12 in the first mating hole 241 are coupled and matched, while avoiding the permanent magnet 25 from interfering with the movement of the mating part 12 in the first mating hole 241.

[0064] In some embodiments, permanent magnets 25 are disposed around both sides of the first matching hole 241 .

[0065] As shown in Figure 3, in this embodiment, the vibration damping assembly 1000 includes two permanent magnets 25, which are located on both sides of the first mating hole 241, wherein the first mating hole 241 includes a first edge circumference and a second edge circumference, the first edge circumference and the second edge circumference are concentric circles, and the inner ring line of the first mating hole 241 is located between the first edge circumference and the second edge circumference, one of the permanent magnets 25 is arranged on the side of the first edge circumference away from the inner ring line, and the other permanent magnet 25 is arranged on the side of the second edge circumference away from the inner ring line, so as to increase the strength of the magnetic coupling between the permanent magnet 25 and the mating part 12, thereby facilitating the improvement of the output force of the vibration damping assembly 1000.

[0066] In some embodiments of the present application, the intermediate fitting 20 is rotatable relative to the first fitting 10 and the second fitting 30, respectively. When the intermediate fitting 20 rotates relative to the first fitting 10, the intermediate fitting 20 and the first fitting 10 move relative to each other. When the intermediate fitting 20 rotates relative to the second fitting 30, the intermediate fitting 20 and the second fitting 30 move relative to each other, so as to realize the relative movement of the first fitting 10 and the second fitting 30, thereby changing the distance between the vehicle body and the axle, and thus being able to adjust the distance between the vehicle body and the axle according to needs, so as to shorten the distance between the vehicle body and the axle when the axle jumps up, and increase the distance between the vehicle body and the axle when the axle jumps down, so as to reduce the amplitude of the vibration of the vehicle body caused by the axle, thereby facilitating the improvement of the comfort of the occupants in the vehicle body.

[0067] At the same time, when the drive motor 100 is working, the drive motor 100 generates a damping force between the first fitting 10 and the second fitting 30 to cushion the vibration of the axle, thereby reducing the vibration transmitted to the vehicle body, so as to improve the comfort of the driver and passengers.

[0068] In some optional embodiments of the present application, as shown in Figures 1 to 4, the first mating part 10 has a first thread groove 11, the intermediate mating part 20 has a second thread groove 22, and a plurality of first balls 41 are rollably arranged in the first thread groove 11 and the second thread groove 22. When the first mating part 10 and the intermediate mating part 20 move relative to each other, the intermediate mating part 20 rotates and moves relative to the first mating part 10, and the first balls 41 roll in the first thread groove 11 and the second thread groove 22, thereby reducing the friction between the intermediate mating part 20 and the first mating part 10 and reducing the energy loss during the transmission process.

[0069] In some specific embodiments of the present application, as shown in Figure 2, in the moving direction of the intermediate fitting 20, a first stopper 16 is provided at the end of the first fitting 10, and the first stopper 16 is used to stop the first ball 41 to control the stroke of the first ball 41 in the first thread groove 11 and the second thread groove 22, thereby controlling the stroke of relative movement of the first fitting 10 and the intermediate fitting 20 to prevent the first ball 41 from falling out of the first thread groove 11 and the second thread groove 22.

[0070] As shown in Figure 2, in this embodiment, the first mating part 10 includes a first shell portion 28, the first shell portion 28 defines an accommodating cavity 281 with a downwardly open opening, the mating portion 12 is arranged in the accommodating cavity 281, and the first thread groove 11 is arranged on the inner side wall of the accommodating cavity 281. The first stop member 16 is located at the lower end of the first thread groove 11 to control the downward movement of the first ball 41 to prevent the first ball 41 from falling out of the first thread groove 11 downward from the open opening.

[0071] As shown in Figure 4, in this embodiment, the first mating part 10 includes a first shell portion 28, the first shell portion 28 defines a accommodating cavity 281 with an upwardly open opening, the mating portion 12 is arranged in the accommodating cavity 281, and the first thread groove 11 is arranged on the inner side wall of the accommodating cavity 281. The first stop member 16 is located at the upper end of the first thread groove 11 to control the upward movement of the first ball 41 to prevent the first ball 41 from falling out of the first thread groove 11 upward from the open opening.

[0072] In some examples, external wires pass through the first shell portion 28 and enter the accommodating cavity 281 to provide power to the mating portion 12 in the accommodating cavity 281 .

[0073] In some optional embodiments of the present application, as shown in Figures 1 to 4, the intermediate fitting 20 has a third thread groove 23, the second fitting 30 has a fourth thread groove 34, and a plurality of second balls 42 are rollably arranged in the third thread groove 23 and the fourth thread groove 34. When the second fitting 30 and the intermediate fitting 20 move relative to each other, the intermediate fitting 20 will rotate and move relative to the second fitting 30, and the second balls 42 roll in the third thread groove 23 and the fourth thread groove 34, so as to reduce the friction between the intermediate fitting 20 and the second fitting 30 and reduce the energy loss during the transmission process.

[0074] In some specific embodiments of the present application, as shown in Figures 2 and 3, in the moving direction of the intermediate fitting 20, the intermediate fitting 20 is provided with a second stop 26 and a third stop 27 arranged at intervals. The second stop 26 and the third stop 27 are used to stop the second ball 42 to control the stroke of the second ball 42 in the third thread groove 23 and the fourth thread groove 34, thereby controlling the stroke of relative movement of the second fitting 30 and the intermediate fitting 20 to prevent the second ball 42 from falling out of the third thread groove 23 and the fourth thread groove 34.

[0075] As shown in Figure 2, in this embodiment, the intermediate mating part 20 has a second mating hole 242, the third thread groove 23 is arranged on the inner wall of the second mating hole 242, the fourth thread groove 34 is arranged on the outer surface of the second mating part 30, and the second mating part 30 extends into the second mating hole 242, and one of the second stop member 26 and the third stop member 27 is located at the upper end of the third thread groove 23, and the other is located at the lower section of the third thread groove 23 (it should be understood here that the above-mentioned direction limitation is only for the convenience of describing the accompanying drawings and will not limit the actual setting position and direction of the shock absorber assembly 1000) to control the upward and downward travel of the second ball 42 in the third thread groove 23 and the fourth thread groove 34 to prevent the second ball 42 from falling out of the third thread groove 23 and the fourth thread groove 34.

[0076] In some embodiments, as shown in Figures 1 to 3, the vehicle body is connected to the first fitting part 10, and the axle is connected to the second fitting part 30. When the axle jumps up or down, the axle will drive the second fitting part 30 to move. At this time, the second ball 42 rolls in the third thread groove 23 and the fourth thread groove 34, thereby causing the second fitting part 30 to move relative to the intermediate fitting part 20. The first ball 41 rolls in the first thread groove 11 and the second thread groove 22, thereby causing the intermediate fitting part 20 to move relative to the first fitting part 10, so as to change the distance between the vehicle body and the axle, and thus the distance between the vehicle body and the axle can be adjusted according to demand, so as to shorten the distance between the vehicle body and the axle when the axle jumps up, and increase the distance between the vehicle body and the axle when the axle jumps down, so as to reduce the amplitude of the vibration of the vehicle body caused by the axle, thereby facilitating the improvement of the comfort of the occupants in the vehicle body.

[0077] When the axle jumps up or down, the shock absorbing assembly 1000 passively buffers the jumping of the axle. When the axle jumps, the axle drives the second fitting part 30 to move. At this time, the second ball 42 rolls in the third thread groove 23 and the fourth thread groove 34 to drive the intermediate fitting part 20 to rotate. When the intermediate fitting part 20 rotates relative to the first fitting part 10, the fitting part 12 cuts the magnetic lines of force in the static magnetic field generated by the permanent magnet 25 and is subjected to a force to generate a relative force between the intermediate fitting part 20 and the first fitting part 10. The force applied to the intermediate fitting part 20 is opposite to its rotation direction, thereby hindering the movement of the second fitting part 30, buffering the jumping of the axle, and reducing the vibration transmitted to the vehicle body.

[0078] When the axle jumps up or down and the shock-absorbing assembly 1000 actively buffers the jumping of the axle, the mating part 12 generates a rotating magnetic field. At this time, the first mating part 10 applies a force to the middle mating part 20 through the first ball 41, and the middle mating part 20 applies a force to the second mating part 30 through the second ball 42, thereby generating a force between the first mating part 10 and the second mating part 30, and applying a damping force to the axle through the first mating part 10 to hinder the vibration of the axle and reduce the vibration transmitted to the vehicle body.

[0079] In some examples, as shown in FIG3 , the second stopper 26 is located above the third stopper 27 . The first mating component 10 is provided with a buffer 43 , which is disposed opposite the intermediate mating component 20 and is located above the intermediate mating component 20 . When the first ball 41 rolls within the first thread groove 11 and the second thread groove 22 , the intermediate mating component 20 moves upward relative to the first mating component 10 . When the intermediate mating component 20 abuts against the buffer 43 , the intermediate mating component 20 stops moving upward. When the second ball 42 rolls within the third thread groove 23 and the fourth thread groove 34 , the second mating component 30 moves upward relative to the intermediate mating component 20 . When the second ball 42 or the second mating component 30 abuts against the second stopper 26 , the second mating component 30 stops moving upward. At this point, the vibration damping assembly 1000 is in its smallest axial dimension.

[0080] As shown in Figure 2, the first stop member 16 is located at the lower end of the first thread groove 11. When the first ball 41 rolls in the first thread groove 11 and the second thread groove 22, and the intermediate fitting part 20 moves downward relative to the first fitting part 10, the first ball 41 and the first stop member 16 stop and engage with each other, and the intermediate fitting part 20 no longer moves downward; when the second ball 42 rolls in the third thread groove 23 and the fourth thread groove 34, and the second fitting part 30 moves downward relative to the intermediate fitting part 20, and the second ball 42 and the third stop member 27 stop and engage with each other, the intermediate fitting part 20 no longer moves downward. At this time, the shock absorber assembly 1000 is in a state with the largest axial dimension.

[0081] Among them, the vibration damping assembly 1000 can move upward from the state of Figure 2 to the state of Figure 3. As shown in Figure 2, the maximum upward movement distance of the intermediate fitting 20 relative to the first fitting 10 is S1, and the maximum upward movement distance of the second fitting 30 relative to the intermediate fitting 20 is S2. That is to say, the maximum upward movement distance of the vibration damping assembly 1000 is S1+S2.

[0082] The shock absorbing assembly 1000 can also move downward from the state of Figure 3 to the state of Figure 2. As shown in Figure 3, the maximum downward movement distance of the intermediate fitting 20 relative to the first fitting 10 is S3, and the maximum downward movement distance of the second fitting 30 relative to the intermediate fitting 20 is S4. That is, the maximum downward movement distance of the shock absorbing assembly 1000 is S3+S4.

[0083] Among them, S1=S3, S2=S4.

[0084] In other embodiments, as shown in Figure 4, the vehicle body is connected to the second fitting part 30, and the axle is connected to the first fitting part 10. When the axle jumps up or down, the axle will drive the first fitting part 10 to move. At this time, the first ball 41 rolls in the first thread groove 11 and the second thread groove 22, thereby causing the first fitting part 10 to move relative to the middle fitting part 20, and the second ball 42 rolls in the third thread groove 23 and the fourth thread groove 34, thereby causing the middle fitting part 20 to move relative to the second fitting part 30, so as to change the distance between the vehicle body and the axle, and thus the distance between the vehicle body and the axle can be adjusted according to demand, so as to shorten the distance between the vehicle body and the axle when the axle jumps up, and increase the distance between the vehicle body and the axle when the axle jumps down, so as to reduce the amplitude of the vibration of the vehicle body caused by the axle, thereby facilitating the improvement of the comfort of the occupants in the vehicle body.

[0085] When the axle jumps up or down, the shock absorber assembly 1000 passively buffers the axle's jumping. When the axle jumps, the axle drives the first fitting part 10 to move. At this time, the first ball 41 rolls in the first thread groove 11 and the second thread groove 22 to drive the intermediate fitting part 20 to rotate. The intermediate fitting part 20 rotates relative to the first fitting part 10. The fitting part 12 cuts the magnetic lines of force in the static magnetic field generated by the permanent magnet 25 and is subjected to a force to generate a relative force between the intermediate fitting part 20 and the first fitting part 10. The force applied to the intermediate fitting part 20 is opposite to its rotation direction, thereby hindering the movement of the first fitting part 10, buffering the vibration of the axle, and reducing the vibration transmitted to the vehicle body.

[0086] When the axle jumps up or down and the shock-absorbing assembly 1000 actively buffers the jumping of the axle, the mating part 12 generates a rotating magnetic field. At this time, the first mating part 10 applies a force to the middle mating part 20 through the first ball 41, and the middle mating part 20 applies a force to the second mating part 30 through the second ball 42, thereby generating a force between the first mating part 10 and the second mating part 30, and applying a damping force to the axle through the first mating part 10 to buffer the vibration of the axle and reduce the vibration transmitted to the vehicle body.

[0087] In some examples, as shown in FIG4 , the third stopper 27 is located above the second stopper 26 . A buffer 43 is provided on the first mating member 10 . The buffer 43 is positioned opposite the intermediate mating member 20 and below the intermediate mating member 20 . The third stopper 27 is located above the second thread groove 22 . When the first ball 41 rolls within the first and second thread grooves 11 and 22 , the first mating member 10 moves upward relative to the intermediate mating member 20 . When the lower end of the intermediate mating member 20 abuts the buffer 43 , the first mating member 10 stops moving upward. When the second ball 42 rolls within the third and fourth thread grooves 23 and 34 , the intermediate mating member 20 moves upward relative to the second mating member 30 . When the second ball 42 abuts the third stopper 27 , the intermediate mating member 20 stops moving upward.

[0088] Among them, the first stop member 16 is located at the upper end of the first thread groove 11. When the first ball 41 rolls in the first thread groove 11 and the second thread groove 22, and the first mating member 10 moves downward relative to the intermediate mating member 20, when the first ball 41 and the first stop member 16 are stopped and engaged, the first mating member 10 no longer moves downward; the second stop member 26 is located at the upper end of the third thread groove 23. When the second ball 42 rolls in the third thread groove 23 and the fourth thread groove 34, and the intermediate mating member 20 moves downward relative to the second mating member 30, when the second ball 42 and the second stop member 26 are stopped and engaged, the intermediate mating member 20 no longer moves downward.

[0089] In some optional embodiments of the present application, as shown in Figures 1 to 3, the second fitting part 30 is formed as a lead screw, and the intermediate fitting part 20 is externally mounted on the second fitting part 30. Therefore, in the radial direction of the lead screw, the sizes of the intermediate fitting part 20 and the first fitting part 10 are larger than the size of the lead screw. The first fitting part 10 is suitable for being connected to the vehicle body, and the second fitting part 30 is suitable for being connected to the axle. The axle is located below the vehicle body, so the lead screw is located below the first fitting part 10, which facilitates the formation of a shock absorbing assembly 1000 that is wide at the top and narrow at the bottom.

[0090] In some other optional embodiments of the present application, as shown in Figure 4, the second fitting part 30 is formed as a screw, and the intermediate fitting part 20 is externally mounted on the second fitting part 30. Therefore, in the radial direction of the screw, the sizes of the intermediate fitting part 20 and the first fitting part 10 are larger than the size of the screw. The first fitting part 10 is suitable for being connected to the axle, and the second fitting part 30 is suitable for being connected to the vehicle body. The axle is located below the vehicle body, so the screw is located above the first fitting part 10, which facilitates the formation of a shock absorbing assembly 1000 that is narrow at the top and wide at the bottom.

[0091] In summary, by connecting one of the lead screw and the first mating component 10 to the axle and the other to the vehicle body, a shock-absorbing assembly 1000 that is wide at the top and narrow at the bottom or a shock-absorbing assembly 1000 that is narrow at the top and wide at the bottom can be formed, so that the shock-absorbing assembly 1000 can flexibly adapt to the space between the vehicle body and the axle, thereby reducing the space occupied by the shock-absorbing assembly 1000 between the vehicle body and the front of the vehicle.

[0092] In some embodiments of the present application, as shown in Figure 3, the vehicle's shock absorber assembly 1000 also includes a buffer member 43. In the moving direction of the intermediate fitting member 20, the buffer member 43 is located on the first fitting member 10 and is arranged corresponding to the intermediate fitting member 20. When the intermediate fitting member 20 moves relative to the first fitting member 10, the buffer member 43 is suitable for abutting with the intermediate fitting member 20 to avoid the intermediate fitting member 20 from scratching the first fitting member 10 when it moves, thereby facilitating the protection of the intermediate fitting member 20 and the first fitting member 10.

[0093] The following describes a suspension system according to an embodiment of the present application. The suspension system according to an embodiment of the present application includes a vehicle shock absorbing assembly 1000 according to the above-mentioned embodiment of the present application.

[0094] According to the suspension system of the embodiment of the present application, by utilizing the shock absorber assembly 1000 of the vehicle according to the above-mentioned embodiment of the present application, it is possible to achieve a larger output stroke under the same axial dimension, or make the axial dimension smaller under the same output stroke, thereby facilitating increasing the output stroke of the shock absorber assembly 1000 or reducing the axial dimension of the shock absorber assembly 1000.

[0095] The following describes a vehicle according to an embodiment of the present application. The vehicle according to the embodiment of the present application includes the suspension system according to the above-mentioned embodiment of the present application.

[0096] According to the vehicle of the embodiment of the present application, by utilizing the suspension system according to the above-mentioned embodiment of the present application, it is possible to achieve a larger output stroke under the same axial dimension, or make the axial dimension smaller under the same output stroke, thereby facilitating increasing the output stroke of the shock absorber assembly 1000 or reducing the axial dimension of the shock absorber assembly 1000.

[0097] Other structures and operations of the vehicle according to the embodiment of the present application are known to ordinary technicians in this field and will not be described in detail here.

[0098] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction 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. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0099] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vibration damping assembly (1000) for a vehicle, wherein: include: A drive motor (100), the drive motor (100) comprising a first matching member (10) and an intermediate matching member (20), the first matching member (10) and the intermediate matching member (20) being magnetically coupled and the intermediate matching member (20) being rotatable and reciprocating relative to the first matching member (10); A second fitting member (30) is movably matched with the intermediate fitting member (20), and the intermediate fitting member (20) is reciprocally movable at least relative to the second fitting member (30). One of the first fitting member (10) and the second fitting member (30) is suitable for being mounted on a vehicle body, and the other is suitable for being mounted on an axle.

2. The vibration damping assembly (1000) for a vehicle according to claim 1, wherein: The intermediate fitting piece (20) is provided with a first fitting hole (241) and a second fitting hole (242) which are nested together; the first fitting piece (10) is provided with a fitting portion (12), the fitting portion (12) is inserted into the first fitting hole (241), and the second fitting piece (30) is inserted into the second fitting hole (242).

3. The vibration damping assembly (1000) for a vehicle according to claim 2, wherein: The matching portion (12) is used to generate a magnetic field, The intermediate fitting piece (20) is provided with at least one permanent magnet (25), and the permanent magnet (25) is arranged opposite to the fitting portion (12).

4. The vibration damping assembly (1000) for a vehicle according to claim 3, wherein: The permanent magnets (25) are correspondingly provided on both sides of the first matching hole (241).

5. The vibration damping assembly (1000) for a vehicle according to any one of claims 1 to 4, wherein: The intermediate fitting member (20) is rotatable relative to the first fitting member (10) and the second fitting member (30).

6. The vibration damping assembly (1000) for a vehicle according to claim 5, wherein: The first fitting member (10) has a first thread groove (11), the intermediate fitting member (20) has a second thread groove (22), and a plurality of first balls (41) are rollably disposed in the first thread groove (11) and the second thread groove (22).

7. The vibration damping assembly (1000) for a vehicle according to claim 6, wherein: In the moving direction of the intermediate fitting (20), a first stopper (16) is provided at the end of the first fitting (10), and the first stopper (16) is used to stop the first ball (41).

8. The vibration damping assembly (1000) for a vehicle according to claim 7, wherein: The intermediate fitting (20) has a third thread groove (23), the second fitting (30) has a fourth thread groove (34), and a plurality of second balls (42) are rollably disposed in the third thread groove (23) and the fourth thread groove (34).

9. The vibration damping assembly (1000) for a vehicle according to claim 8, wherein: In the moving direction of the intermediate fitting (20), a second stopper (26) and a third stopper (27) are provided on the intermediate fitting (20) and are arranged at intervals. The second stopper (26) and the third stopper (27) are used to stop the second ball (42).

10. The vibration damping assembly (1000) for a vehicle according to any one of claims 5 to 7, wherein: The second fitting member (30) is formed as a screw, and the intermediate fitting member (20) is sheathed on the second fitting member (30). The first fitting part (10) is suitable for being connected to the vehicle body, and the second fitting part (30) is suitable for being connected to the axle; or the first fitting part (10) is suitable for being connected to the axle, and the second fitting part (30) is suitable for being connected to the vehicle body.

11. The vibration damping assembly (1000) for a vehicle according to any one of claims 1 to 10, wherein: Also includes: A buffer member (43) is located on the first matching member (10) and is arranged corresponding to the intermediate matching member (20) in the moving direction of the intermediate matching member (20).

12. A suspension system, wherein: A vibration damping assembly (1000) for a vehicle comprising any one of claims 1-11.

13. A vehicle, wherein: Comprising a suspension system according to claim 12.

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