Actuation assembly, suspension system and vehicle

Abstract

An actuation assembly, a suspension system (1000) with the actuation assembly, and a vehicle with the suspension system (1000). The actuation assembly comprises an actuation mechanism (2), a power mechanism (1), and a transmission mechanism (3), wherein the power mechanism (1) is connected to the actuation mechanism (2) by means of the transmission mechanism (3), and transmits power to the actuation mechanism (2) by means of the transmission mechanism (3); and the actuation mechanism (2) and the power mechanism (1) are separately provided.

Description

Actuation assembly, suspension system and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202510038370.2, filed on January 8, 2025, entitled "Actuation Assembly, Suspension System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electronic technology, and more particularly to an actuator assembly, suspension system, and vehicle. Background Technology

[0003] A car's suspension system typically absorbs shocks and vibrations from the road surface through shock absorbers. These shock absorbers are supported between the wheels and the suspension. By adjusting the shock absorbers, the suspension height can be adjusted, allowing the vehicle to better adapt to different driving conditions. However, existing shock absorbers have a large overall structure, making them inconvenient to install and arrange. Summary of the Invention

[0004] This application provides a levitation motor that improves the safety of the levitation motor and at least partially solves the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, an actuation assembly is provided, comprising:

[0006] Executive agency;

[0007] A power mechanism is used to provide power to the actuator;

[0008] A transmission mechanism is provided, wherein the power mechanism is connected to the actuator through the transmission mechanism, and the power of the power mechanism is transmitted to the actuator;

[0009] The actuator and the power mechanism are separate components.

[0010] According to a second aspect of this application, a suspension system is provided, which includes the actuation assembly described in any one of the first aspects.

[0011] According to a third aspect of this application, a vehicle is also provided, which includes the suspension system described in the second aspect.

[0012] Optionally, the actuation assembly further includes a mounting bracket for mounting the power mechanism of the actuation assembly of the suspension system, wherein:

[0013] The mounting bracket is fixedly connected to the crossbeam of the suspension system located inside the vehicle cabin; or

[0014] The mounting bracket is fixedly connected to the vehicle's body sheet metal and is located near the wheel.

[0015] In summary, through the above technical solutions, the power mechanism and the final actuator of the actuation assembly in this application embodiment are not rigidly connected, but are separated and separately arranged. Torque transmission is achieved through an intermediate transmission mechanism. This split structure allows for a high degree of freedom in the arrangement of the actuation assembly. The power mechanism and the actuator can be separately arranged in different spatial positions, facilitating positional adjustments according to spatial conditions. This effectively solves the problem of the power mechanism and actuator occupying a large space and being inconvenient to arrange when installed as a single unit. In addition, this split structure also reduces the mutual influence between the power mechanism, actuator, and transmission mechanism, and increases the degree of freedom in structural design. The power mechanism, actuator, and transmission mechanism can be designed separately, enhancing the adaptability of the actuation assembly to the equipment it is applied to.

[0016] When this actuation assembly is installed in the vehicle's suspension system and used to adjust the suspension height, the actuator and power mechanism can be located in different positions within the vehicle. For example, the actuator can be installed between the wheel and the suspension system to adjust the suspension height, while the power mechanism can be located in other positions within the vehicle. This reduces the space occupied between the suspension and the wheel, offering flexible arrangement, minimal mutual interference, and high design freedom. Furthermore, because the power mechanism and actuator are separate components, the wheel-end excitation is primarily borne by the actuator's own structure, minimizing the impact on the power mechanism and extending its service life. Attached Figure Description

[0017] Figure 1 is a schematic diagram of the overall structure of the actuation assembly provided in one embodiment of this application;

[0018] Figure 2 is a schematic diagram of the internal structure of the actuator provided in one embodiment of this application;

[0019] Figure 3 is a structural schematic diagram of the transmission mechanism provided in one embodiment of this application;

[0020] Figure 4 is a schematic diagram of the overall structure of the actuation assembly provided in another embodiment of this application;

[0021] Figure 5 is a structural schematic diagram of a transmission mechanism provided in another embodiment of this application;

[0022] Figure 6 is a schematic diagram of the overall structure of the actuation assembly provided in another embodiment of this application;

[0023] Figure 7 is a schematic diagram of the transmission structure provided in a power mechanism according to an embodiment of this application;

[0024] Figure 8 is a schematic diagram of a speed-changing structure disposed in a power mechanism according to another embodiment of this application;

[0025] Figure 9 is a schematic diagram of the structure of a planetary transmission provided in one embodiment of this application;

[0026] Figure 10 is a schematic diagram of the internal structure of a planetary transmission provided in one embodiment of this application;

[0027] Figure 11 is a schematic diagram of the internal structure of the speed-changing structure provided in the actuator according to an embodiment of this application;

[0028] Figure 12 is a schematic diagram of a sensor provided in one embodiment of this application, which is disposed on the side of the power mechanism away from the transmission mechanism.

[0029] Figure 13 is a schematic diagram of a sensor provided in one embodiment of this application, which is disposed on the side of the actuator near the transmission mechanism.

[0030] Figure 14 is a schematic diagram of a sensor provided in one embodiment of this application, which is disposed on the side of the actuator away from the transmission mechanism.

[0031] Figure 15 is a schematic diagram of the structure of a sensor installed on the rack of an actuator according to an embodiment of this application;

[0032] Figure 16 is a schematic diagram of the internal structure of the sensor provided in one embodiment of the present application, which is installed in the rack of the actuator;

[0033] Figure 17 is a schematic diagram of the structure of the sensor installed in the elastic support of the actuator according to an embodiment of this application;

[0034] Figure 18 is a schematic diagram of the structure of the actuator provided in one embodiment of this application, in which the sealing element is disposed on the side of the guide structure opposite to the outlet.

[0035] Figure 19 is a schematic diagram of the structure of an actuator according to an embodiment of the present application, wherein the sealing element is disposed on the side of the guide structure near the opening;

[0036] Figure 20 is a schematic diagram of the structure of the actuator provided in one embodiment of this application, which is sealed by setting an annular oil seal end cap;

[0037] Figure 21 is a schematic diagram of the structure of the locking device provided in one embodiment of the present application, which is installed on the power output shaft of the power mechanism;

[0038] Figure 22 is a schematic diagram of the structure of the locking device provided in one embodiment of the present application, which is disposed on the gear shaft of the drive gear of the actuator;

[0039] Figure 23 is a schematic diagram of the internal structure of the power mechanism when the first locking device provided in an embodiment of this application is installed in the power mechanism.

[0040] Figure 24 is a structural schematic diagram of a first locking device provided in an embodiment of this application;

[0041] Figure 25 is an exploded view of the first locking device provided in an embodiment of this application when it is installed in the actuator.

[0042] Figure 26 is a schematic diagram of the internal structure of the power mechanism when the second locking device provided in an embodiment of this application is installed in the power mechanism;

[0043] Figure 27 is a schematic diagram of the external structure of the second locking device provided in one embodiment of this application;

[0044] Figure 28 is a first-view structural schematic diagram of the second locking device provided in an embodiment of this application with its mounting shell hidden.

[0045] Figure 29 is a second-view structural schematic diagram of the second locking device provided in an embodiment of this application with its mounting shell hidden.

[0046] Explanation of reference numerals in the attached drawings: 1000-Suspension system, 2000-Sheet metal part, 1-Power mechanism, 11-Power take-off shaft, 12-Housing, 13-Stator, 14-Motor, 15-Mounting bracket, 2-Actuator, 21-Housing, 211-Opening, 22-Rack, 23-Drive gear, 24-Connector, 25-Elastic support, 26-Guide structure, 27-Seal, 28-Annular oil seal end cap. 3-Transmission mechanism, 31-First drive shaft, 33-Second drive shaft, 35-Third drive shaft, 32-First universal joint assembly, 3211-Inner ball of the first ball cage, 3212-Outer shell of the first ball cage, 3221-First fork, 3222-Second fork, 34-Second universal joint assembly, 3411-Inner ball of the second ball cage, 3412-Outer shell of the second ball cage, 3421-Third fork, 3422-Fourth fork, 351-First bevel gear, 352-Second bevel gear, 4-Transmission structure, 411-Sun gear, 412-Planet gear, 413-Planet carrier, 414-Internal gear ring, 421-First gear, 422-Second gear, 5-Sensor, 511-Sensor read head, 512-Sensor magnetic stripe mover, 521-Sensor body, 522-Motion rod 6-Locking device, 6a-First locking device, 61-Brake drive mechanism, 611-Brake wheel cylinder, 612-Brake shoe assembly, 6121-First brake shoe, 6122-Second brake shoe, 613-Push rod, 62-Brake assembly, 621-First friction lining, 622-Second friction lining, 63-Matching assembly, 631-Annular part, 632-Flange, 6b-Second locking device, 651-Mounting housing, 652-End cover, 66-Pin-type locking assembly, 661-Sliding disc, 6611-Locking pin, 662-Rotating disc, 6621-Locking hole, 663-Resolver sensor, 6631-Resolver sensing element, 6632-Resolver magnetic ring, 664-Electromagnetic locking disc, 665-Sliding guide rod, 666-Power supply harness, 667-Second elastic element. Detailed Implementation

[0047] The technical solutions in the possible embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described possible embodiments are only a part of the possible embodiments of this application, and not all of them. All other possible embodiments obtained by those skilled in the art based on the possible embodiments of this application without inventive effort are within the protection scope of this application.

[0048] As shown in Figure 1, a possible embodiment of this application provides an actuation assembly, including a power mechanism 1, an actuator 2, and a transmission mechanism 3. The power mechanism 1 provides power and is connected to the actuator 2 via the transmission mechanism 3 to transmit power to the actuator 2 to drive it. The actuator 2 and the power mechanism 1 are separate components.

[0049] In the prior art, the power mechanism is often fixedly connected to the actuator, that is, the power mechanism itself has no mounting structure, so that the power mechanism can be directly installed to the vehicle body.

[0050] In the possible embodiments of this application, the actuation assembly that provides power is not fixedly connected to the final actuator 2, but is separated and configured independently. Torque is transmitted via an intermediate transmission mechanism 3. The power mechanism 1 has a separate mounting structure to allow it to be mounted independently to the vehicle body. This split structure allows for greater flexibility in the arrangement of the actuation assembly. The power mechanism 1 and actuator 2 can be separately positioned in different spaces, facilitating adjustments based on available space. This effectively solves the problem of the power mechanism 1 and actuator 2 occupying too much space and being inconvenient to arrange due to their integrated design. Furthermore, this split structure reduces the mutual influence between the power mechanism 1, actuator 2, and transmission mechanism 3, and allows for greater design freedom. The power mechanism 1, actuator 2, and transmission mechanism 3 can be designed independently, enhancing the adaptability of the actuation assembly to the equipment it is used with.

[0051] The actuation assembly provided by the possible implementation of this application is suitable for a variety of devices. This application will describe the actuation assembly applied to a vehicle as an example.

[0052] In some possible implementations, the actuator 2 is adapted to be installed in the vehicle suspension system 1000, and the transmission mechanism 3 transmits the power output from the power mechanism 1 to the actuator 2 to adjust the suspension height. Exemplarily, as shown in FIG2, the actuator 2 includes a housing 21, a drive gear 23, a rack 22, a connector 24, and an elastic support 25. The housing 21 is used to connect the suspension, the connector 24 is used to connect the wheel, one end of the elastic support 25 is connected to the housing 21, and the other end is connected to the connector 24. The drive gear 23 and the rack 22 are disposed within the housing 21, which has an opening 211 for the rack 22 to extend out. One end of the rack 22 extends out of the opening 211 and is connected to the connector 24. The drive gear 23 is connected to the transmission mechanism 3 and meshes with the rack 22. The power mechanism 1 drives the drive gear 23 to rotate via the transmission mechanism 3 to move the rack 22, thereby adjusting the suspension height.

[0053] The power mechanism 1 provided in the possible implementations of this application includes, but is not limited to, an electric motor. This application uses an electric motor as an example for illustration. It can be understood that in other possible implementations, the power mechanism 1 can also be a hydraulic motor, a crank mechanism, or other mechanism that can output power and torque.

[0054] When the actuation assembly provided in the possible embodiments of this application is installed in a vehicle, the actuator 2 and the power mechanism 1 can be respectively arranged in different positions in the vehicle. For example, the actuator 2 can be installed between the wheel and the suspension system 1000 to adjust the suspension height, while the power mechanism 1 can be arranged in other positions in the vehicle to reduce the space occupied between the suspension and the wheel. This arrangement is flexible, has little mutual influence, and offers high design freedom. Furthermore, since the power mechanism 1 and the actuator 2 are separately arranged, the wheel-end excitation is mainly borne by the structure of the actuator 2 itself, with less impact on the power mechanism 1, which helps to extend the service life of the power mechanism 1.

[0055] Because the power mechanism 1 and the actuator 2 are separate components, it is convenient to design the power mechanism 1, actuator 2, and transmission mechanism 3 independently, thereby improving their compatibility with the vehicle without having to consider the impact of modifications on the other two components. For example, to reduce vibration interference from vehicle movement on the power mechanism 1, a mounting bracket 15 can be provided to fix the power mechanism 1 to the vehicle. Optionally, a buffer bushing made of flexible and elastic materials such as rubber can be provided on the mounting bracket 15 to further reduce the impact of vibrations from other components in the vehicle body or cabin on the power mechanism 1, making the overall power output of the power mechanism 1 more stable and ensuring the overall stable performance of the actuator assembly. In addition, it is also convenient to arrange cooling pipes for heat dissipation in the power mechanism 1, which helps to reduce the layout cost of the cooling scheme for the power mechanism 1.

[0056] In some possible implementations, the power unit 1 is installed inside the vehicle compartment. The vehicle compartment, as described in this application, can be an interior space of the vehicle body, located above the suspension system 1000 and within the vehicle's coverage area, such as the front and rear compartments. The power unit 1 is located in the front or rear compartment and fixed to the crossbeam of the suspension. Further, when the actuator 2 is located at the front wheel, the power unit 1 can be located in the front compartment and fixed to the crossbeam of the suspension system 1000; when the actuator 2 is located at the rear wheel, the power unit 1 can be located in the rear compartment and fixed to the crossbeam of the suspension system 1000.

[0057] In a possible implementation where the power unit 1 is installed inside the vehicle compartment, the transmission mechanism 3 includes at least three drive shafts connected sequentially. One of the two drive shafts at each end is connected to the power output shaft 11 of the power unit 1, and the other is connected to the power input shaft of the actuator 2. Through the sequential transmission connection of at least three drive shafts, the torque output by the power unit 1 is transmitted from the vehicle compartment to the actuator 2 outside the vehicle compartment, allowing for more flexible spatial arrangement and transmission distance between the power unit 1 and the actuator 2. The power unit 1 is protected inside the vehicle compartment, making it less susceptible to contamination and direct impact, thus extending its service life. Simultaneously, the power unit 1 does not occupy space outside the vehicle compartment, effectively reducing its impact on the arrangement space of the actuator 2 and facilitating the arrangement of wheel-end components during vehicle assembly.

[0058] In some possible implementations, there is an included angle between two adjacent drive shafts, and the included angle between any two drive shafts is equal. For example, as shown in FIG3, the transmission mechanism 3 includes a first drive shaft 31, a second drive shaft 33, and a third drive shaft 35. The first drive shaft 31 and the second drive shaft 33 have an included angle α, and the second drive shaft 33 and the third drive shaft 35 have an included angle β, wherein included angle α and included angle β are equal. It should be noted that the "equal angles" mentioned in this application are not necessarily absolutely equal, but can have a certain range of difference, for example, the difference between included angle α and included angle β can be within ±10°, as long as the first drive shaft 31 and the second drive shaft 33 are nearly parallel, thereby making the power output shaft 11 of the power mechanism 1 and the power input shaft of the actuator 2 nearly parallel.

[0059] In some possible implementations, the transmission mechanism 3 also includes a universal joint assembly, through which two adjacent drive shafts are connected. By providing the universal joint assembly, on the one hand, it facilitates adjustment of the transmission mechanism 3 according to the relative position and distance between the power mechanism 1 and the actuator 2, thus simplifying installation. On the other hand, after installation, it allows for a certain degree of freedom between the two drive shafts while transmitting power and torque, which helps to buffer and absorb the impact of vehicle vibrations, protecting the reliability and durability of the structure.

[0060] As an example, a universal joint assembly includes a ball cage universal joint assembly, which comprises a mating ball cage outer shell and an inner ball. The ball cage outer shell is connected to one of two adjacent drive shafts, and the inner ball is connected to the other of the two adjacent drive shafts. By configuring the universal joint assembly as a ball cage universal joint, constant velocity transmission is achieved, reducing torque unevenness in the transmission. Optionally, the ball cage outer shell covers the outside of the inner ball, and several steel balls can be arranged between the ball cage outer shell and the inner ball. During transmission, the steel balls always remain coplanar, achieving constant angular velocity transmission. Optionally, the ball cage outer shell covers the outside of the inner ball, and both can be made of a self-lubricating material to improve the smoothness of relative motion, reduce wear, and improve the uniformity of torque in the transmission. The self-lubricating material may include polytetrafluoroethylene, copper-graphene composite materials, etc.

[0061] For example, as shown in FIG3, the transmission mechanism 3 includes a first drive shaft 31, a first universal joint assembly 32, a second drive shaft 33, a second universal joint assembly 34, and a third drive shaft 35. The first universal joint assembly 32 is a first ball-cage universal joint assembly, and the second universal joint assembly 34 is a second ball-cage universal joint assembly. One end of the first drive shaft 31 is connected to the power output shaft 11 of the power mechanism 1, and the other end is connected to the first ball-cage universal joint assembly. One end of the second drive shaft 33 is connected to the first ball-cage universal joint assembly, and the other end is connected to the second ball-cage universal joint assembly. One end of the third drive shaft 35 is connected to the second ball-cage universal joint assembly, and the other end is connected to the actuator 2.

[0062] The first ball cage universal joint assembly includes an inner ball 3211 and an outer shell 3212 of the first ball cage, and the second ball cage universal joint assembly includes an inner ball 3411 and an outer shell 3412 of the second ball cage.

[0063] The two ends of the first drive shaft 31 are respectively connected to the power output shaft 11 of the power mechanism 1 and the splined connection of the ball 3211 inside the first ball cage. For example, one end of the first drive shaft 31 is provided with a splined groove with an internal spline, and the power output shaft 11 of the power mechanism 1 is provided with an external spline. The power output shaft 11 of the power mechanism 1 is inserted into the splined groove of the first drive shaft 31 so that the internal and external splines of the two engage to achieve torque transmission. Similarly, the other end of the first drive shaft 31 is provided with an external spline, and the ball 3211 inside the first ball cage is provided with a splined groove with an internal spline. The other end of the first drive shaft 31 is inserted into the splined groove of the ball 3211 inside the first ball cage so that the internal and external splines of the two engage to achieve torque transmission.

[0064] The second drive shaft 33 is fixedly connected between the first cage housing 3212 and the second cage housing 3412. For example, both ends of the second drive shaft 33 are fixedly connected to the first cage housing 3212 and the second cage housing 3412 respectively, and the fixed connection method includes at least one of integral casting, welding, and fastening connection with connector 24.

[0065] The two ends of the third drive shaft 35 are splinedly connected to the ball 3411 inside the second ball cage and the power input shaft of the actuator 2, respectively. Exemplarily, one end of the third drive shaft 35 is provided with an external spline, and the ball 3411 inside the second ball cage is provided with a spline groove with an internal spline. One end of the third drive shaft 35 is inserted into the spline groove of the ball 3411 inside the second ball cage, so that the internal and external splines of the two mesh to achieve torque transmission. Similarly, the other end of the third drive shaft 35 is provided with a spline groove with an internal spline, and the power input shaft of the actuator 2 is provided with an external spline. The power input shaft of the actuator 2 is inserted into the spline groove of the third drive shaft 35, so that the internal and external splines of the two mesh to achieve torque transmission. The power input shaft of the actuator 2 can be the gear shaft of the drive gear 23.

[0066] As another example, as shown in Figures 4 and 5, the universal joint assembly includes a cross universal joint assembly, which includes two mating universal joint forks. One of the two universal joint forks is connected to one of two adjacent drive shafts, and the other of the two universal joint forks is connected to the other of the two adjacent drive shafts. By setting the universal joint assembly as a cross universal joint, the cross universal joint has a simple structure, wide applicability, low cost, and mature technology, which can improve the applicability of the actuation assembly and reduce its production cost.

[0067] Exemplarily, the transmission mechanism 3 includes a first drive shaft 31, a first universal joint assembly 32, a second drive shaft 33, a second universal joint assembly 34, and a third drive shaft 35, wherein the first universal joint assembly 32 is a first cross universal joint assembly, and the second universal joint assembly 34 is a second cross universal joint assembly. One end of the first drive shaft 31 is connected to the power output shaft 11 of the power mechanism 1, and the other end is connected to the first cross universal joint assembly. One end of the second drive shaft 33 is connected to the first cross universal joint assembly, and the other end is connected to the second cross universal joint assembly. One end of the third drive shaft 35 is connected to the second cross universal joint assembly, and the other end is connected to the actuator 2.

[0068] The first universal joint assembly includes a first fork 3221 and a second fork 3222, and the second universal joint assembly includes a third fork 3421 and a fourth fork 3422.

[0069] One end of the first drive shaft 31 is splinedly connected to the power output shaft 11 of the power mechanism 1, and the other end is fixedly connected to the first fork 3221. Exemplarily, one end of the first drive shaft 31 is provided with a spline groove with internal splines, and the power output shaft 11 of the power mechanism 1 is provided with external splines. The power output shaft 11 of the power mechanism 1 is inserted into the spline groove of the first drive shaft 31, so that the internal and external splines of the two engage to achieve torque transmission. Similarly, the other end of the first drive shaft 31 is provided with external splines, and the first fork 3221 is provided with a spline groove with internal splines. The other end of the first drive shaft 31 is inserted into the spline groove of the first fork 3221, so that the internal and external splines of the two engage to achieve torque transmission. Optionally, the first drive shaft 31 and the first fork 3221 can also be configured as a fixedly connected integral structure, or the first drive shaft 31 can be omitted, and the first fork 3221 can be inserted into the power output shaft 11 and splined to achieve torque transmission.

[0070] One end of the second drive shaft 33 is splinedly connected to the second fork 3222, and the other end is fixedly connected to the third fork 3421. Exemplarily, one end of the second drive shaft 33 is provided with an external spline, and the second fork 3222 is provided with a spline groove with an internal spline. One end of the second drive shaft 33 is inserted into the spline groove of the second fork 3222, so that the internal and external splines of the two engage to achieve torque transmission. Simultaneously, the other end of the second drive shaft 33 is fixedly connected to the third fork 3421. The fixed connection method includes at least one of integral casting, welding, and connection by connector 24, such as a bolt connection.

[0071] The two ends of the third drive shaft 35 are splinedly connected to the fourth fork 3422 and the actuator 2, respectively. Exemplarily, one end of the third drive shaft 35 is provided with an external spline, and the fourth fork 3422 is provided with a spline groove with internal splines. One end of the third drive shaft 35 is inserted into the spline groove of the fourth fork 3422, so that the internal and external splines of the two engage to achieve torque transmission. Similarly, the other end of the third drive shaft 35 is provided with a spline groove with internal splines, and the power input shaft of the actuator 2 is provided with an external spline. The power input shaft of the actuator 2 is inserted into the spline groove of the third drive shaft 35, so that the internal and external splines of the two engage to achieve torque transmission. The power input shaft of the actuator 2 can be the gear shaft of the drive gear 23. Alternatively, the third drive shaft 35 and the fourth fork 3422 can be configured as a fixedly connected integrated structure, or the third drive shaft 35 can be omitted, and the fourth fork 3422 can be inserted into the power input shaft of the actuator 2 and splined to achieve torque transmission.

[0072] Furthermore, the second fork 3222 and the third fork 3421 are configured to rotate in the same plane to ensure torque transmission.

[0073] By combining the first drive shaft 31, the second drive shaft 33, and the third drive shaft 35 with the universal joint assembly, not only is mechanical connection and torque transmission achieved between the drive shafts, but also, through the cooperation of each drive shaft, the angle between the power output shaft 11 of the power mechanism 1 and the power input shaft of the actuator 2 is reduced as much as possible, and the angle between the two forks in each universal joint is reduced, keeping them within a small range or close to equal, thereby mitigating the adverse effects on power transmission when the universal joint arrangement angle is too large. Furthermore, the angle between the power output shaft 11 of the power mechanism 1 and the power input shaft of the actuator 2 can be reduced by adjusting the installation angle of the power mechanism 1. For example, the arrangement angle of the power mechanism 1 can be adjusted by adjusting the position, height, and levelness of the mounting bracket 15.

[0074] In some possible implementations, as shown in Figure 6, the power mechanism 1 is mounted on the vehicle body sheet metal part 2000 and positioned near the wheel. Optionally, the power mechanism 1 can be positioned on the side of the actuator 2 away from the vehicle body, or on the side of the actuator 2 close to the vehicle body, to save space occupied by the actuator 2 in the vehicle height direction. The power mechanism 1 can be mounted on sheet metal parts 2000 such as wheel arch connecting plates and frame support plates.

[0075] In a possible implementation where the power mechanism 1 is installed close to the wheel, the transmission mechanism 3 can be configured to include two drive shafts. One drive shaft is connected at one end to the power output shaft 11 of the power mechanism 1 and has a first bevel gear 351 at the other end. The other drive shaft is connected at one end to the power input shaft of the actuator 2 and has a second bevel gear 352 at the other end. The first bevel gear 351 and the second bevel gear 352 mesh to achieve torque transmission.

[0076] As shown in Figure 7, in some possible embodiments, the actuation assembly further includes a transmission structure 4. The power mechanism 1 transmits power to the actuator 2 through the transmission mechanism 3 and the transmission structure 4. Exemplarily, the power mechanism 1 outputs torque, which is reduced in speed by the transmission structure 4 and then transmitted to the transmission mechanism 3. The transmission mechanism 3 then transmits the torque to the actuator 2. The torque is converted into linear motion of the rack 22 through the drive gear 23 and rack 22 of the actuator 2. This motion drives the elastic support 25, the connecting member 24, and the wheel connected to the actuator 2 to move up and down together, dynamically adjusting the relative distance between the wheel and the vehicle body, actively resisting the impact and vibration from the road surface, and meeting the needs of vehicle driving comfort.

[0077] The transmission structure 4 is used to adjust the output speed of the power mechanism 1 or the input speed of the actuator 2, thereby increasing the torque obtained by the actuator 2. While ensuring the active adjustment effect and shock absorption effect of the actuator, it reduces the demand on the output torque of the power mechanism 1, realizes the requirement for miniaturization of the power mechanism 1, further saves the space occupied by the power mechanism 1, and optimizes the overall vehicle layout.

[0078] In some possible implementations, as shown in Figures 7 and 8, the power output shaft 11 of the power mechanism 1 is connected to the transmission mechanism 3 through the speed change structure 4, and the output torque is increased by adjusting the output speed of the power mechanism 1.

[0079] As shown in Figures 9 and 10, the transmission structure 4 includes a planetary reducer, which comprises a sun gear 411, multiple planet gears 412, a planet carrier 413, and an internal gear ring 414. The sun gear 411 is disposed within the internal gear ring 414, and the multiple planet gears 412 are disposed between the sun gear 411 and the internal gear ring 414, meshing with both the sun gear 411 and the internal gear ring 414. The planet carrier 413 is connected to the multiple planet gears 412. The power input end of the planetary reducer is the sun gear 411, and the power output end is the planet carrier 413.

[0080] Furthermore, the power mechanism 1 includes a housing 12 and a stator 13, a mover 14 and a power output shaft 11 disposed within the housing 12. The internal gear ring 414 is fixedly connected to the stator 13, the sun gear 411 is fixedly connected to the mover 14, and the planet carrier 413 is fixedly connected to the power output shaft 11 of the power mechanism 1.

[0081] As an example of a transmission structure 4 being installed in the power mechanism 1, please refer to Figures 7, 9, and 10. The power output shaft 11 of the power mechanism 1 is splined to the axle of the sun gear 411, and the planetary carrier 413 is splined to the drive shaft of the transmission mechanism 3. The transmission mechanism 3 is connected to the actuator 2 through multiple drive shafts and universal joint assemblies. In this way, the torque output by the power mechanism 1 is transmitted to the actuator 2 via the transmission mechanism 3 after being reduced in speed by the planetary reducer. Then, the drive gear 23 and rack 22 in the actuator 2 work together to make the rack 22 perform linear motion, thereby realizing the height adjustment of the actuator 2 and thus the active adjustment of the vehicle body height.

[0082] As another example of the transmission structure 4 being installed in the power mechanism 1, please refer to Figures 8, 9, and 10. The power output shaft 11 of the power mechanism 1 is connected to the axle of the sun gear 411 via a spline, and the planetary carrier 413 is connected to the drive shaft of the transmission mechanism 3 via a spline. The transmission mechanism 3 is connected to the actuator 2 via multiple drive shafts and bevel gear assemblies. In this way, the torque output by the power mechanism 1 is transmitted to the actuator 2 via the transmission mechanism 3 after being reduced in speed by the planetary reducer. Then, the drive gear 23 and rack 22 in the actuator 2 are converted into linear motion of the rack 22, realizing the height adjustment of the actuator 2, and thus realizing the active adjustment of the vehicle body height.

[0083] In some possible implementations, as shown in Figure 11, the transmission mechanism 3 is connected to the actuator 2 via a speed-changing structure, and the torque obtained by the actuator 2 is increased by adjusting the input speed of the actuator 2.

[0084] Optionally, as shown in Figure 11, the transmission structure 4 is disposed inside the housing 21 of the actuator 2. By integrating the transmission structure 4 and the actuator 2 into the same housing 21, the space occupied by the actuator 2 in the vehicle can be further reduced while completing the transmission function.

[0085] In some possible implementations, as shown in FIG11, the transmission structure 4 includes a first gear 421 and a second gear 422. The power input end of the transmission structure 4 is the first gear 421, and the power output end of the transmission structure 4 is the second gear 422. The pitch circle of the first gear 421 is smaller than the pitch circle of the second gear 422.

[0086] The gear shaft of the second gear 422 is coaxially and fixedly connected to the gear shaft of the drive gear 23.

[0087] For example, the transmission structure 4 is housed within the housing 21 of the actuator 2. The drive shaft of the actuator 2 is splined to the gear shaft of the first gear 421. The first gear 421 meshes with the second gear 422, and the gear shaft of the second gear 422 is coaxially and fixedly connected to the gear shaft of the drive gear 23 of the actuator 2. Thus, the torque output by the power mechanism 1 is transmitted to the transmission structure 4 via the transmission mechanism 3. The transmission structure 4 increases and reduces the torque before transmitting it to the drive gear 23 of the actuator 2. The drive gear 23 and rack 22 in the actuator 2 then convert the torque into linear motion of the rack 22, achieving height adjustment of the actuator 2 and thus active vehicle height adjustment.

[0088] In some possible implementations, as shown in Figures 12-17, the actuation assembly further includes a sensor 5 for detecting the displacement of the actuator 2. Exemplarily, the sensor 5 can be either a rotary displacement sensor or a linear displacement sensor. Depending on the type of sensor 5, it can be located at different positions on the actuation assembly; for example, the sensor 5 can be located near the power mechanism 1 or near the actuator 2.

[0089] In some possible implementations, as shown in FIG12, the sensor 5 is disposed on the power mechanism 1 and located on the side of the power mechanism 1 away from the transmission mechanism 3, so that the sensor 5 is not affected by the transmission mechanism 3 and the detection accuracy of the sensor 5 is improved.

[0090] Furthermore, sensor 5 is configured to detect relevant parameters of the output shaft of power mechanism 1 in order to detect the displacement of actuator 2. By detecting relevant parameters of the output shaft of power mechanism 1, such as the rotational speed and number of rotations of the output shaft, and based on the relevant parameters of transmission mechanism 3 and actuator 2, the displacement of actuator 2 can be calculated.

[0091] In some possible implementations, the sensor 5 includes a sensor read head 511 and a sensor magnetic stripe mover 512. The sensor read head 511 is fixedly connected to the housing 12 of the power mechanism 1, and the sensor magnetic stripe mover 512 is mounted on the power output shaft 11 of the power mechanism 1 and moves with the power output shaft 11. Exemplarily, the sensor read head 511 is fixedly connected to the housing 12 of the power mechanism 1 by a resolver plate and bolts, and the sensor magnetic stripe mover 512 is connected to the power output shaft 11 of the power mechanism 1 by a keyway, with a nut used to limit the sensor magnetic stripe mover 512 in the axial direction of the power mechanism 1. The sensor magnetic stripe mover 512 can move synchronously with the power output shaft 11 of the power mechanism 1, thereby enabling the sensor 5 to detect the displacement of the power mechanism 1. Exemplarily, the power mechanism 1 is a motor, and the sensor magnetic stripe mover 512 is located on the power output shaft 11 of the motor and can rotate with the rotation of the power output shaft 11, thereby enabling the detection of the rotational displacement of the power output shaft 11 of the motor. By placing the sensor reading head 511 on the housing 12 of the power mechanism 1 and the sensor magnetic strip mover 512 on the power output shaft 11 of the power mechanism 1, it is possible to detect the motion displacement of the power mechanism 1 and ensure that the sensor reading head 511 does not move with the power mechanism 1, thus ensuring the accuracy of the detection.

[0092] Alternatively, sensor 5 can also be disposed on the side of power mechanism 1 closer to transmission mechanism 3, as shown in the figure. In this possible embodiment, the way power mechanism 1 is mounted on transmission mechanism 3 is the same as the way sensor 5 is disposed on the side of power mechanism 1 away from transmission mechanism 3, and will not be described again here.

[0093] In some possible implementations, as shown in Figure 13, the sensor 5 can also be disposed on the actuator 2, located on the side of the actuator 2 closer to the transmission mechanism 3. By disposing of the sensor 5 on the actuator 2, away from the power mechanism 1, the influence of the temperature and magnetic field of the power mechanism 1 on the sensor 5 can be reduced, thereby improving the detection accuracy of the sensor 5. The specific factors affecting the sensor 5 in the power mechanism 1 depend on the power source used in the power mechanism 1. For example, if the power mechanism 1 uses a motor, placing the sensor 5 on the actuator 2 can avoid the significant impact of the motor's temperature and magnetic field on the sensor 5, improving the temperature controllability of the sensor 5.

[0094] Furthermore, the sensor 5 includes a sensor read head 511 and a sensor magnetic stripe mover 512. The sensor read head 511 is fixedly mounted on the housing 12 of the actuator 2 near the transmission mechanism 3. The sensor magnetic stripe mover 512 is mounted on the transmission shaft of the transmission mechanism 3 and moves with the transmission shaft of the transmission mechanism 3. The sensor read head 511 and the housing 12 of the actuator 2 can be welded or integrally formed. By placing the sensor 5 on the side of the actuator 2 near the transmission mechanism 3, the sensor 5 can be completely detached from the power mechanism 1, thus reducing the influence of the temperature of the power mechanism 1 on the sensor 5, thereby making the operating temperature of the sensor 5 controllable. Furthermore, if a magnetic field is generated in the power mechanism 1, such as when a motor is used and a magnetic field is generated between the mover 14 and the stator 13, the sensor 5 can also be kept away from the magnetic field, improving the detection accuracy of the sensor 5.

[0095] In some possible implementations, as shown in Figure 14, the sensor 5 can also be located on the side of the actuator 2 away from the transmission mechanism 3. By placing the sensor 5 on the actuator 2, away from the power mechanism 1, the influence of the power mechanism 1's temperature, magnetic field, etc., on the sensor 5 can be reduced, thus improving the sensor 5's detection accuracy. The specific factors affecting the sensor 5 in the power mechanism 1 depend on the power source used. For example, if the power mechanism 1 uses a motor, placing the sensor 5 on the actuator 2 can avoid the motor's temperature and magnetic field significantly affecting the sensor 5, improving the sensor 5's temperature controllability.

[0096] As described above, the actuator 2 includes a drive gear 23 and a rack 22 meshing with the drive gear 23. The drive gear 23 is connected to the transmission mechanism 3 to drive the rack 22 to move linearly. The power mechanism 1 transmits motion to the transmission mechanism 3, which in turn transmits motion to the drive rack 22 via the drive gear 23, causing the rack 22 to move linearly. Therefore, the sensor 5 can also be configured to detect the linear displacement of the rack 22 or the rotational displacement of the gear shaft of the drive gear 23 to detect the displacement of the actuator 2. Exemplarily, the sensor 5 can calculate the displacement of the actuator 2 either by detecting the linear displacement of the rack 22 or by detecting the rotational displacement of the gear shaft of the drive gear 23.

[0097] In some possible implementations, as shown in Figures 15 and 16, the sensor 5 may further include a sensor read head 511 and a sensor magnetic stripe mover 512. The sensor read head 511 is fixedly connected to the housing 21 of the actuator 2, and the sensor magnetic stripe mover 512 is fixedly connected to the rack 22 and moves relative to the sensor read head 511 under the drive of the rack 22. The sensor 5 in this embodiment is a magnetic grating linear motion sensor. Both the sensor read head 511 and the sensor magnetic stripe mover 512 are located on the actuator 2, which can reduce the influence of the power mechanism 1 on the sensor 5 on temperature, magnetic field, etc. By fixing the sensor magnetic stripe mover 512 to the rack 22, the sensor magnetic stripe mover 512 can move synchronously with the rack 22, so that the sensor read head 511 can read the displacement of the magnetic flux mover 14 of the sensor 5, and then detect the displacement of the rack 22. The sensor read head 511 is fixedly connected to the housing 21 of the actuator 2. Compared to the fixed connection between the sensor read head 511 and the housing 21 of the power mechanism 1, the structural modification of the housing 21 of the actuator 2 is simpler, and disassembly is more convenient. For example, the sensor read head 511 is fixedly connected to the housing 21 of the actuator 2 by bolts. The sensor magnetic stripe mover 512 is embedded in the rack 22, and an interference fit can be used to press the sensor magnetic stripe mover 512 into the rack 22. The rack 22 drives the sensor magnetic stripe mover 512 to move relative to the sensor read head 511, and the sensor read head 511 detects the linear displacement of the rack 22 based on the movement of the sensor magnetic stripe mover 512.

[0098] In some possible implementations, as shown in FIG14, the sensor 5 includes a sensor read head 511 and a sensor magnetic stripe mover 512. The sensor 5 is fixedly disposed on the housing 12 of the actuator 2 on the side away from the transmission mechanism 3. The sensor magnetic stripe mover 512 is mounted on the gear shaft of the drive gear 23 and moves with the gear shaft to detect the displacement of the actuator 2 based on the displacement of the gear shaft of the drive gear 23. By both the sensor read head 511 and the sensor magnetic stripe mover 512 are disposed on the actuator 2, the influence of the power mechanism 1 on the sensor 5 can be reduced. Exemplarily, by disposing of the sensor magnetic stripe mover 512 on the gear shaft of the drive gear 23 and moving with the gear shaft, the sensor read head 511 can obtain the rotation amount of the gear shaft of the drive gear 23 by reading the displacement of the sensor magnetic stripe mover 512, thereby calculating the displacement of the actuator 2. The sensor reading head 511 is fixedly connected to the housing 21 of the actuator 2. Compared with the sensor reading head 511 being fixedly connected to the housing 21 of the power mechanism 1, the structural modification of the housing 21 of the actuator 2 is simpler and the disassembly is more convenient.

[0099] In some possible implementations, as shown in FIG17, the sensor 5 may include a sensor body 521 and a motion rod 522. The actuator 2 includes an elastic support 25, and the sensor body 521 and the motion rod 522 are fixedly connected to both ends of the elastic support 25 to detect the displacement of the actuator 2 based on the deformation of the elastic support 25. It should be noted that the sensor 5 used in this embodiment is an inductive linear motion sensor 5. By setting the sensor body 521 and the motion rod 522 at both ends of the elastic support 25, the sensor 5 will not move with the motor, the operating temperature around the sensor 5 is controllable, and it will not be affected by the magnetic field of the power mechanism 1. Furthermore, by directly setting the sensor body 521 and the motion rod 522 at both ends of the elastic support 25, disassembly is convenient. Compared with the aforementioned possible implementations that detect rotation, this implementation directly detects linear displacement, making the motion response of the actuator 2 more intuitive. For example, the sensor body 521 is connected to the elastic support 25 by bolts, and the moving rod 522 can be threaded and threaded to the elastic support 25. The sensor 5 only needs to detect the deformation of the elastic support 25 to calculate the displacement of the actuator 2.

[0100] For ease of installation, mounting plates can be provided at both ends of the elastic support 25. The elastic support 25 is connected to the housing 21 and the connector 24 respectively through the mounting plates at both ends. The sensor body 521 and the motion rod 522 can be connected to the mounting plates at both ends of the elastic support 25 respectively.

[0101] In addition, when the power mechanism 1 is working, the drive transmission mechanism 3 transmits the motion of the power mechanism 1 to the drive gear 23. The drive gear 23 drives the rack 22 to move, converting the rotational motion into linear motion. During the movement of the rack 22, the height of the suspension is adjusted. The amount of height adjustment of the suspension depends on the displacement of the rack 22.

[0102] Furthermore, as shown in Figures 18-20, the actuator 2 also includes a guide structure 26, which is disposed between the housing 21 and the rack 22 to support and guide the rack 22, so as to ensure that the movement trajectory of the rack 22 is straight and to improve the ability of the end of the rack 22 near the guide structure 26 to support lateral forces, thereby improving the stability of the movement of the rack 22.

[0103] Furthermore, the guide structure 26 includes a sliding bearing. The sliding bearing guides the movement of the rack 22 and supports it, limiting its linear motion as much as possible and improving the stability of the rack 22's movement. For example, the sliding bearing can be press-fitted into the housing 21 from the upper side of the actuator 2.

[0104] In some possible implementations, as shown in FIG18, the actuator 2 further includes a seal 27 disposed between the housing 21 and the rack 22 for sealing the housing 21. The seal 27 is used to prevent lubricant from leaking from the lower end of the housing 21.

[0105] Furthermore, the seal 27 is located on the side of the sliding bearing away from the opening 211 of the housing 21. By placing the seal 27 closer to the lower end of the housing 21, at least a portion of the sliding bearing is positioned above the seal 27, allowing the lubricant inside the housing 21 to soak the sliding bearing without leaking out of the housing 21, thus ensuring continuous lubrication of the sliding bearing and extending its service life.

[0106] In some possible implementations, the sliding bearing is provided with an oil groove or has self-lubricating properties to increase the lubrication time of the sliding bearing, thereby extending its service life. The sliding bearing is press-fitted to the housing 21, and the inner wall of the housing 21 is provided with a sealing groove located on the side of the sliding bearing away from the opening 211. As an example, the seal 27 may include at least one step seal disposed within the sealing groove. By utilizing the sealing groove and the step seal, the housing 21 is sealed, effectively preventing lubricant leakage. Furthermore, because both the step seal and the sealing groove are located below the sliding bearing, the sliding bearing can be continuously lubricated by the lubricant without causing lubricant leakage, thus extending the service life of the sliding bearing. The number of step seals can be one or more, without limitation.

[0107] In some possible implementations, as shown in Figure 19, the seal 27 is disposed on the side of the sliding bearing near the opening 211. In this case, the sliding bearing is outside the environment sealed by the seal 27. Although this prevents the sliding bearing from being immersed in lubricant, the lubrication problem can be partially compensated by increasing the lubricant on the sliding bearing itself. Furthermore, the location of the seal 27 on the side of the sliding bearing near the opening 211 facilitates direct interference fit of the sliding bearing from the lower end of the housing 21. The pressing distance is shorter than that from the upper end of the housing 21, making pressing more convenient.

[0108] Furthermore, the sliding bearing is press-fitted to the housing 21, and the inner wall of the housing 21 is provided with a sealing groove. The sealing groove is located on the side of the sliding bearing near the opening 211. The seal 27 includes at least one step seal, which is disposed within the sealing groove. By utilizing the cooperation between the sealing groove and the step seal, the housing 21 is sealed, effectively preventing lubricant leakage.

[0109] In some possible implementations, as shown in FIG20, the actuator 2 further includes an annular oil seal end cap 28. The housing 21 is enlarged at the opening 211 to form an annular stepped surface. The annular oil seal end cap 28 is disposed at the opening 211 and connected to the housing 21. The seal 27 includes a lip seal ring, which abuts against the stepped surface and the annular oil seal end cap 28. By utilizing the lip seal ring to abut against the annular stepped surface and the annular oil seal end cap 28, the housing 21 is sealed at the opening 211. The sliding bearing is located inside the housing 21, allowing it to be continuously lubricated by the lubricant, effectively extending its service life. Furthermore, the annular oil seal end cap 28 is used to press the lip seal ring onto the annular stepped surface. The annular stepped surface can be machined to a larger diameter, making the installation and removal of the lip seal ring more convenient.

[0110] In some possible implementations, as shown in Figures 21 to 29, the actuation assembly further includes a locking device 6, which is configured to restrict the actuator 2 from being driven by the power mechanism 1 when locked.

[0111] In some possible implementations, as shown in FIG21, the locking device 6 is mounted on the power mechanism 1 to restrict the actuator 2 from being driven by the power mechanism 1 by locking or unlocking the power output shaft 11 of the power mechanism 1.

[0112] Therefore, when the locking device 6 is installed on the power mechanism 1, the power output shaft 11 of the power mechanism 1 can be locked or unlocked by the locking device 6, thereby restricting the operation of the power mechanism 1 to drive the actuator 2.

[0113] In some other possible embodiments, the actuator 2 includes a housing 21, a drive gear 23, and a rack 22. The drive gear 23 and the rack 22 are disposed inside the housing 21. The drive gear 23 is connected to the transmission mechanism 3 and meshes with the rack 22. The power mechanism 1 drives the drive gear 23 to rotate through the transmission mechanism 3 to move the rack 22.

[0114] In some examples, locking device 6 may be installed on actuator 2 to restrict actuator 2 from being driven by power mechanism 1 by locking or unlocking the axle of drive gear 23.

[0115] In other examples, as shown in Figure 22, the locking device 6 may also be installed on the actuator 2 to restrict the actuator 2 from being driven by the power mechanism 1 by locking or unlocking the rack 22.

[0116] Therefore, when the locking device 6 is installed on the actuator 2, the locking device 6 can be used to lock or unlock the axle or rack 22 of the drive gear 23 in the actuator 2, thereby restricting the operation of the actuator 2 driven by the power mechanism 1.

[0117] In some possible implementations, as shown in Figures 23 to 25, the locking device 6 includes a first locking device 6a, which includes a brake drive mechanism 61 and a brake assembly 62. The brake assembly 62 is configured to be driven by the brake drive mechanism 61 to cooperate with the power output shaft 11 of the power mechanism 1, the axle of the drive gear 23, or the rack 22 to achieve locking or disengagement.

[0118] The braking assembly 62 is driven by the braking drive mechanism 61, causing the braking assembly 62 to engage or disengage with one of the power output shaft 11 of the power mechanism 1, the axle of the drive gear 23, or the rack 22, thereby enabling the locking or unlocking of the first locking device 6a. Furthermore, the first locking device 6a can have a high degree of integration, thus occupying a smaller area and reducing the space required for the locking device 6.

[0119] In some possible implementations, as shown in Figures 23 and 24, the brake drive mechanism 61 includes a brake wheel cylinder 611, a brake shoe assembly 612, and a push rod 613. The brake shoe assembly 612 is disposed between the brake wheel cylinder 611 and the push rod 613, and the brake assembly 62 is disposed on the brake shoe assembly 612. The brake shoe assembly 612 is configured to drive the brake assembly 62 as the brake wheel cylinder 611 moves.

[0120] In some possible implementations, as shown in FIG24, the brake shoe assembly 612 includes a first brake shoe 6121 and a second brake shoe 6122, which are disposed opposite to each other and connected to the brake wheel cylinder 611 and the push rod 613, respectively. The brake assembly 62 includes a first friction lining 621 and a second friction lining 622, with the first friction lining 621 disposed on the first brake shoe 6121 and the second friction lining 622 disposed on the second brake shoe 6122.

[0121] As an example, the first friction lining 621 is fixed to the outside of the first brake shoe 6121, and the second friction lining 622 is fixed to the outside of the second brake shoe 6122. The first friction lining 621 and the second friction lining 622 contact the first brake shoe 6121 and the second brake shoe 6122 respectively and form frictional resistance, so that the first locking device 6a can be locked.

[0122] In some examples, the brake wheel cylinder 611 may have an oil reservoir, an oil inlet and an oil outlet, the oil inlet and the oil outlet being connected to an oil pipe with a control valve; pistons are provided on both sides of the oil reservoir, and the output ends of the two pistons act on the first brake shoe 6121 and the second brake shoe 6122 respectively, thereby driving the first brake shoe 6121 and the second brake shoe 6122 to move in a direction away from each other.

[0123] In some possible implementations, as shown in Figures 24 and 25, when the braking assembly 62 is configured to be driven by the braking drive mechanism 61 to engage with the power output shaft of the power mechanism 1 or the axle of the drive gear 23 to lock or disengage for unlocking, the first locking device 6a further includes a engaging assembly 63, which is fixedly connected to the power output shaft of the power mechanism 1 or the axle of the drive gear 23. The braking assembly 62 is configured to engage with the engaging assembly 63 under the drive of the braking drive mechanism 61 to lock or disengage for unlocking.

[0124] By providing the mating component 63, direct contact between the braking component 62 and the power output shaft of the power mechanism 1 or the axle of the drive gear 23 can be effectively prevented, thus avoiding damage to the power output shaft of the power mechanism 1 or the axle of the drive gear 23. Furthermore, by using the mating component 63 to engage with the braking component 62, the stability of the engagement between the mating component 63 and the braking component 62 can be effectively ensured.

[0125] In some possible implementations, as shown in Figures 24 and 25, the mating assembly 63 includes a brake drum, which includes an annular portion 631 and a flange 632 connected to one axial end of the annular portion 631. The flange 632 is fixed to the power output shaft of the power mechanism 1 or the axle of the drive gear 23. By fixing the flange 632 to the power output shaft of the power mechanism 1 or the axle of the drive gear 23, the brake drum can be connected to the axle fixed to the power output shaft of the power mechanism 1 or the axle of the drive gear 23. Thus, the locking or unlocking of the first locking device 6a is achieved by whether the brake drum and the brake assembly 62 are mated.

[0126] The inner ring wall of the annular portion 631 faces the braking assembly 62, which is configured to contact the annular portion 631 to lock or separate from the annular portion 631 to unlock under the drive of the braking drive mechanism 61.

[0127] In this situation, the braking assembly 62 generates friction when it contacts the annular portion 631, thereby locking the first locking device 6a; when the braking assembly 62 separates from the annular portion 631, the first locking device 6a can be unlocked. Furthermore, since the flange 632 is fixed to the power output shaft of the power mechanism 1 or the axle of the drive gear 23, this facilitates the disassembly and installation of the first locking device 6a, significantly reducing manufacturing and maintenance costs.

[0128] Therefore, the first locking device 6a in a possible embodiment of this application can be manufactured and assembled as a component, which effectively reduces manual assembly time and cost. Furthermore, the first locking device 6a has a high degree of integration and occupies a small overall space. In the case where the actuation assembly includes a transmission structure, the relatively small space occupied by the first locking device 6a facilitates its arrangement. In addition, the first locking device 6a can mechanically lock the power output shaft 11 of the power mechanism 1 or the axle of the drive gear 23 at any rotation angle, maintaining a certain height between the suspension system 1000 used in the actuation assembly and the ground, thereby meeting the driving needs of different road surfaces while ensuring vehicle safety and passability. Moreover, when the first locking device 6a performs locking or unlocking actions, the power mechanism 1 is in a non-working state, the position of the power output shaft 11 of the power mechanism 1 is constant, and the relative positions of the power output shaft 11 and the transmission mechanism remain unchanged. This solves the problem that locking when the power mechanism 1 continuously outputs a certain torque results in significant current loss within the power mechanism 1, affecting system efficiency.

[0129] In some possible implementations, the actuation assembly also includes a controller configured to issue a locking signal when locking the height of the actuator 2 and an unlocking signal when adjusting the height of the actuator 2.

[0130] The brake wheel cylinder 611 responds to the locking signal to move the brake shoe assembly toward the mating assembly, so that the brake assembly 62 engages with the mating assembly to lock; and the brake wheel cylinder 611 responds to the unlocking signal to move the brake shoe assembly away from the mating assembly, so that the brake assembly 62 separates from the mating assembly to unlock.

[0131] In this case, the controller can issue a locking signal or an unlocking signal according to the specific position of the actuator 2 to lock or unlock the first locking device 6a, thereby controlling the operation of the actuator 2.

[0132] In some possible implementations, the controller may be located inside the vehicle compartment. Alternatively, the controller may be located near the power unit 1 to reduce interference from the external environment on the control signal and ensure the effective execution of the unlocking and locking functions.

[0133] In some possible implementations, as shown in FIG24, the first locking device 6a further includes a first elastic element disposed between the first brake shoe 6121 and the second brake shoe 6122, or disposed between at least one of the first brake shoe 6121 and the second brake shoe 6122 and the push rod 613.

[0134] For example, the first elastic element may be disposed between the first brake shoe 6121 and the push rod 613; or, the first elastic element may be disposed between the second brake shoe 6122 and the push rod 613; or, the first elastic element may be disposed simultaneously between the first brake shoe 6121 and the push rod 613 and between the second brake shoe 6122 and the push rod 613.

[0135] The first elastic element is configured to accumulate elastic potential energy when the brake wheel cylinder 611 responds to the locking signal and release the elastic potential energy when the brake wheel cylinder 611 responds to the unlocking signal, so that the first brake shoe 6121 and the second brake shoe 6122 move away from the brake drum.

[0136] Therefore, when the first locking device 6a is unlocked, the first brake shoe 6121 and the second brake shoe 6122 can be quickly reset by the first elastic member, so that the first brake shoe 6121 and the second brake shoe 6122 can move toward each other when the first locking device 6a is locked in the future.

[0137] As an example, the first elastic element can be a spring.

[0138] In one example, the first locking device 6a may have the following operating steps. Upon receiving a locking signal, the control valve in the brake wheel cylinder 611 opens, allowing the fluid delivery mechanism to supply oil through the inlet to the reservoir, thereby causing the piston to push the first brake shoe 6121 and the second brake shoe 6122 in a direction away from each other. When the first friction lining 621 and the second friction lining 622 come into contact with the inner surface of the brake drum, friction is generated between the brake drum and the first and second friction linings 621 and 622, locking the first locking device 6a. The locking step of the first locking device 6a is then completed by closing the control valve. Upon receiving an unlocking signal, the control valve in the brake wheel cylinder 611 opens, allowing the fluid delivery mechanism to output oil from the reservoir through the outlet, causing the pistons to move towards each other. At this time, the first elastic element can drive the first brake shoe 6121 and the second brake shoe 6122 to move away from the brake drum. The unlocking step of the first locking device 6a is then completed by closing the control valve.

[0139] It is worth noting that when the first locking device 6a is installed on the actuator 2, and the actuator 2 is restricted from being driven by the power mechanism 1 by locking or unlocking the rack 22, the first friction lining 621 and the second brake shoe 6122 can contact the rack 22 to lock the first locking device 6a, thereby restricting the actuator 2 from being driven by the power mechanism 1. Other mechanisms in the first locking device 6a can be adaptively adjusted, as long as the locking of the first locking device 6a can be achieved by the first friction lining 621 and the second brake shoe 6122 contacting the rack 22. Furthermore, the working steps of the first locking device 6a can be referred to the description in the above example, and will not be repeated here.

[0140] In some possible implementations, as shown in Figures 26 to 29, the locking device 6 includes a second locking device 6b, which includes a mounting housing 651, an end cap 652, and a pin-type locking assembly 66 disposed between the mounting housing 651 and the end cap 652. The mounting housing 651 of the second locking device 6b is fixedly connected to the housing of the power mechanism 1, and the pin-type locking assembly 66 is fitted with the power output shaft 11 of the power mechanism 1 to lock or unlock the power output shaft 11 of the power mechanism 1. Alternatively, the mounting housing 651 of the second locking device 6b is fixedly connected to the housing of the actuator 2, and the pin-type locking assembly 66 is fitted with the gear shaft of the drive gear 23 to lock or unlock the gear shaft of the drive gear 23.

[0141] In some possible implementations, as shown in Figures 28 and 29, the pin-type locking assembly 66 includes a sliding disk 661 and a rotating disk 662. The sliding disk 661 is provided with a first locking element on the side near the rotating disk 662, and the rotating disk 662 is provided with a second locking element that cooperates with the first locking element.

[0142] In some examples, one of the first and second locking elements is a locking pin 6611, and the other is a locking hole 6621. The pin-type locking assembly 66 has a locked state and an unlocked state. In the locked state, the locking pin 6611 is inserted into the locking hole 6621, and in the unlocked state, the locking pin 6611 is disengaged from the locking hole 6621. In this case, the locking or unlocking of the second locking device 6b can be achieved through the cooperation between the first and second locking elements, thereby limiting the actuator driven by the power mechanism.

[0143] As an example, the diameter of the locking pin 6611 is adapted to the diameter of the locking hole 6621, thereby preventing relative rotation between the sliding disk 661 and the rotating disk 662 after the locking pin 6611 is inserted into the locking hole 6621. The locking hole 6621 can be a blind hole or a through hole, and the possible implementations of this application are not limited in this regard.

[0144] In some possible implementations, as shown in Figures 28 and 29, the pin-type locking assembly 66 further includes a resolver sensor 663 for sensing the relative position of the locking pin 6611 and the locking hole 6621, so that the rotating disk 662 rotates to the locking position corresponding to the locking pin 6611 and the locking hole 6621 in the locked state.

[0145] In some examples, as shown in Figures 28 and 29, the resolver sensor 663 includes a resolver sensing element 6631 disposed on the side of the end cap 652 near the rotating disk 662, and a resolver magnetic ring 6632 mounted on the power output shaft 11.

[0146] The resolver sensor 663 is triggered by electromagnetic excitation, enabling the second locking device 6b to lock in a very short time. Its high operating speed ensures the locking efficiency of the second locking device 6b. Furthermore, the second locking device 6b contains fewer components and features simple assembly, small size, light weight, and low cost. Moreover, the second locking device 6b precisely controls the locking position of the locking pin 6611 and the locking hole 6621, with an error far less than other locking devices in related technologies, thus meeting the locking requirements of the power output shaft 11 of the power mechanism 1 and the gear shaft of the drive gear 23.

[0147] In some possible implementations, as shown in Figures 28 and 29, the pin-type locking assembly 66 further includes an electromagnetic locking disc 664, a sliding guide rod 665, a power supply harness 666, and a second elastic element 667. The electromagnetic locking disc 664 is fixedly connected to the mounting housing 651, and the sliding guide rod 665 and the second elastic element 667 are installed between the electromagnetic locking disc 664 and the sliding disc 661.

[0148] In some examples, the second elastic element 667 can be a tension spring.

[0149] During the specific operation of the second locking device 6b, the resolver 6632 rotates together with the power output shaft 11 of the power mechanism 1. The rotational speed and angle of the resolver 6632 are collected by the resolver sensing element 6631 and fed back to the controller. After the controller issues a locking signal, the electromagnetic locking disc 664 receives current through the power supply harness 666 and performs the locking action. Specifically, the electromagnetic locking disc 664 is an electromagnetic coil, which can generate a large magnetic field after being energized. The sliding disc 661 is made of magnetic material. The electromagnetic locking disc 664 generates a large magnetic field to push the sliding disc 661 to move away from the electromagnetic locking disc 664. The locking pin 6611 on the sliding disc 661 is inserted into the locking hole 6621 to achieve locking. During the unlocking process of the second locking device 6b, the second elastic element 667 can push the sliding disc 661 to move closer to the electromagnetic locking disc 664 to reset the locking pin 6611. It is worth noting that users can adjust the position of the second locking element on the rotary table 662 according to the required working conditions, thereby adjusting the locking range and locking position to meet the current working conditions.

[0150] According to a second aspect of this disclosure, a suspension system is provided, comprising the actuation assembly described in any one of the first aspects. Because this suspension system has the aforementioned actuation assembly, it can achieve height adjustment, passive damping, and autonomous damping. Furthermore, since the power mechanism 1 and the actuator 2 are separately configured and flexibly arranged, spatial arrangement optimization is achieved, allowing the suspension system to be designed for height within a wider range and thus having a broad applicability.

[0151] According to a third aspect of this disclosure, a vehicle is provided that includes the suspension system described above.

[0152] 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.

[0153] 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.

[0154] In the above possible implementations, the descriptions of each possible implementation have their own emphasis. For parts not described in detail in a certain possible implementation, please refer to the relevant descriptions of other possible implementations.

[0155] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0156] 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. An actuation assembly, comprising: include: Executive agency (2); A power mechanism (1) is used to provide power to the actuator (2); The transmission mechanism (3) connects the power mechanism (1) to the execution mechanism (2) through the transmission mechanism (3) to transmit the power of the power mechanism (1) to the execution mechanism (2); The actuator (2) and the power mechanism (1) are separately configured.

2. The actuation assembly of claim 1, wherein The actuator (2) is adapted to be installed in the vehicle suspension system (1000), and the transmission mechanism (3) transmits the power output by the power mechanism (1) to the actuator (2) to adjust the height of the suspension.

3. The actuator assembly of claim 2, wherein, The power unit (1) is installed inside the vehicle compartment.

4. The actuation assembly of claim 3, wherein, The transmission mechanism (3) includes at least three transmission shafts connected in sequence. One of the two transmission shafts located at both ends is connected to the power output shaft (11) of the power mechanism (1), and the other is connected to the power input shaft of the actuator (2).

5. The actuator assembly of claim 4, wherein, There is an included angle between any two adjacent drive shafts, and the included angle between any two drive shafts is equal.

6. An actuator assembly according to claim 4 or 5, wherein The transmission mechanism (3) also includes a universal joint assembly, and two adjacent transmission shafts are connected by one universal joint assembly.

7. The actuator assembly of claim 6, wherein The universal joint assembly includes a ball cage universal joint assembly, which includes a ball cage outer shell (12) and a ball cage inner sphere that cooperate with each other. The ball cage outer shell (12) is connected to one of the two adjacent drive shafts, and the ball cage inner sphere is connected to the other of the two adjacent drive shafts.

8. The actuator assembly of claim 7, wherein, The transmission mechanism (3) includes a first transmission shaft (31), a first ball joint assembly, a second transmission shaft (33), a second ball joint assembly, and a third transmission shaft (35); One end of the first drive shaft (31) is connected to the power output shaft (11) of the power mechanism (1), and the other end is connected to the first ball cage universal joint assembly. One end of the second drive shaft (33) is connected to the first ball joint assembly, and the other end is connected to the second ball joint assembly; One end of the third drive shaft (35) is connected to the second ball joint assembly, and the other end is connected to the actuator (2).

9. The actuator assembly of claim 8, wherein, The first ball cage universal joint assembly includes a first ball cage inner ball (3211) and a first ball cage outer shell (3212); the two ends of the first drive shaft (31) are respectively connected to the power output shaft (11) of the power mechanism (1) and the first ball cage inner ball (3211) by splines; The second ball cage universal joint assembly includes a second ball cage inner ball (3411) and a second ball cage outer shell (3412); The second drive shaft (33) is fixedly connected between the first ball cage outer shell (3212) and the second ball cage outer shell (3412); The two ends of the third drive shaft (35) are respectively splined to the ball (3411) inside the second ball cage and the power input shaft of the actuator (2).

10. The actuation assembly of any of claims 6-9, wherein, The universal joint assembly includes a cross universal joint assembly, which includes two cooperating universal joint forks. One of the two universal joint forks is connected to one of the two adjacent drive shafts, and the other of the two universal joint forks is connected to the other of the two adjacent drive shafts.

11. The actuator assembly of claim 10, wherein, The transmission mechanism (3) includes a first transmission shaft (31), a first universal joint assembly, a second transmission shaft (33), a second universal joint assembly, and a third transmission shaft (35); One end of the first drive shaft (31) is connected to the power output shaft (11) of the power mechanism (1), and the other end is connected to the first universal joint assembly. One end of the second drive shaft (33) is connected to the first universal joint assembly, and the other end is connected to the second universal joint assembly; One end of the third drive shaft (35) is connected to the second universal joint assembly, and the other end is connected to the actuator (2).

12. The actuator assembly of claim 11, wherein, The first universal joint assembly includes a first fork (3221) and a second fork (3222), and the second universal joint assembly includes a third fork (3421) and a fourth fork (3422); One end of the first drive shaft (31) is splined to the power output shaft (11) of the power mechanism (1), and the other end is fixedly connected to the first fork (3221). One end of the second drive shaft (33) is splinedly connected to the second fork section (3222), and the other end is fixedly connected to the third fork section (3421); The two ends of the third drive shaft (35) are splinedly connected to the fourth fork (3422) and the actuator (2), respectively.

13. The actuator assembly of claim 12, wherein, The second fork (3222) and the third fork (3421) are configured to rotate in the same plane.

14. The actuation assembly of any of claims 2-13, wherein, The power mechanism (1) is mounted on the body sheet metal part (2000) of the vehicle and is located near the wheel.

15. The actuator assembly of claim 14, wherein, The transmission mechanism (3) includes two transmission shafts. One end of the transmission shaft is connected to the power output shaft (11) of the power mechanism (1), and the other end is provided with a first bevel gear (351). One end of the other transmission shaft is connected to the power input shaft of the actuator (2), and the other end is provided with a second bevel gear (352). The first bevel gear (351) meshes with the second bevel gear (352).

16. The actuator assembly of any one of claims 1-15, wherein, The actuation assembly also includes a transmission structure (4), through which the power mechanism (1) transmits power to the actuator (2) via the transmission mechanism (3) and the transmission structure (4).

17. The actuator assembly of claim 16, wherein The power output shaft (11) of the power mechanism (1) is connected to the transmission mechanism (3) through the speed change structure (4).

18. The actuator assembly of claim 17, wherein, The transmission structure (4) includes a planetary reducer, which includes a sun gear (411), multiple planet gears (412), a planet carrier (413), and an internal gear ring (414). The sun gear (411) is disposed inside the internal gear ring (414), and the multiple planet gears (412) are disposed between the sun gear (411) and the internal gear ring (414). The multiple planet gears (412) mesh with the sun gear (411) and the internal gear ring (414) respectively. The planet carrier (413) is connected to the multiple planet gears (412). The power input end of the planetary reducer is the sun gear (411), and the power output end of the planetary reducer is the planet carrier (413).

19. The actuator assembly of claim 18, wherein, The power mechanism (1) includes a housing (12) and a stator (13), a mover (14) and a power output shaft (11) disposed in the housing (12). The internal gear ring (414) is fixedly connected to the stator (13), the sun gear (411) is fixedly connected to the mover (14), and the planet carrier (413) is fixedly connected to the power output shaft (11) of the power mechanism (1).

20. The actuation assembly of any of claims 16-19, wherein, The transmission mechanism (3) is connected to the actuator (2) through the speed change structure (4).

21. The actuator assembly of claim 20, wherein, The actuator (2) includes a housing (21), and the speed-changing structure (4) is disposed inside the housing (21) of the actuator (2).

22. The actuator assembly of claim 20 or 21, wherein, The transmission structure (4) includes a first gear (421) and a second gear (422). The power input end of the transmission structure (4) is the first gear (421), and the power output end of the transmission structure (4) is the second gear (422). The pitch circle of the first gear (421) is smaller than the pitch circle of the second gear (422).

23. The actuator assembly of claim 22, wherein The actuator (2) includes a drive gear (23) and a rack (22), the drive gear (23) meshes with the rack (22), and the drive gear (23) is connected to the transmission mechanism (3) to drive the rack (22) to move; The gear shaft of the second gear (422) is coaxially and fixedly connected to the gear shaft of the drive gear (23).

24. The actuator assembly of any one of claims 1-15, wherein, The actuation assembly also includes a sensor (5) for detecting the displacement of the actuator (2).

25. The actuator assembly of claim 24, wherein, The sensor (5) is disposed on the power mechanism (1) and located on the side of the power mechanism (1) opposite to the transmission mechanism (3); or The sensor (5) is disposed on the power mechanism (1) and located on the side of the power mechanism (1) closer to the transmission mechanism (3); or The sensor (5) is disposed on the actuator (2) and located on the side of the actuator (2) closer to the transmission mechanism (3); or The sensor (5) is disposed on the actuator (2) and located on the side of the actuator (2) away from the transmission mechanism (3).

26. The actuator assembly of claim 24 or 25, wherein, The sensor (5) is configured to detect the rotational displacement of the output shaft of the power mechanism (1) or the transmission shaft of the transmission mechanism (3) in order to detect the displacement of the actuator (2).

27. The actuator assembly of claim 26, wherein, The sensor (5) includes a sensor reading head (511) and a sensor magnetic stripe mover (512). The sensor reading head (511) is fixedly connected to the housing (12) of the power mechanism (1). The sensor magnetic stripe mover (512) is installed on the power output shaft (11) of the power mechanism (1) and moves with the power output shaft (11).

28. The actuator assembly of claim 26 or 27, wherein, The sensor (5) includes a sensor reading head (511) and a sensor magnetic stripe mover (512). The sensor reading head (511) is fixedly disposed on the housing (12) of the actuator (2) near the transmission mechanism (3). The sensor magnetic stripe mover (512) is mounted on the transmission shaft of the transmission mechanism (3) and moves with the transmission shaft of the transmission mechanism (3).

29. The actuator assembly of any of claims 24-28, wherein, The actuator (2) includes a drive gear (23) and a rack (22) meshing with the drive gear (23). The drive gear (23) is connected to the transmission mechanism (3) to drive the rack (22) to move linearly. The sensor (5) is configured to detect the linear displacement of the rack (22) or the rotational displacement of the gear shaft of the drive gear (23) in order to detect the displacement of the actuator (2).

30. The actuator assembly of claim 29, wherein, The sensor (5) includes a sensor reading head (511) and a sensor magnetic stripe mover (512). The sensor reading head (511) is fixedly connected to the housing (21) of the actuator (2). The sensor magnetic stripe mover (512) is fixedly connected to the rack (22) and moves relative to the sensor reading head (511) under the drive of the rack (22).

31. The actuator assembly of claim 30, wherein, The sensor (5) includes a sensor reading head (511) and a sensor magnetic stripe mover (512). The sensor (5) is fixedly disposed on the housing (12) of the actuator (2) on the side away from the transmission mechanism (3). The sensor magnetic stripe mover (512) is mounted on the gear shaft and moves with the gear shaft to detect the displacement of the actuator (2) based on the displacement of the gear shaft.

32. The actuation assembly of any of claims 24-31, wherein, The sensor (5) includes a sensor body (521) and a motion pull rod (522); The actuator (2) includes an elastic support (25), and the sensor body (521) and the motion rod (522) are fixedly connected to both ends of the elastic support (25) to detect the displacement of the actuator (2) based on the deformation of the elastic support (25).

33. The actuator assembly of any one of claims 1-15, wherein, The actuator (2) includes a housing (21), a drive gear (23), a rack (22), a connector (24), and an elastic support (25). The housing (21) is used to connect the suspension, and the connector (24) is used to connect the wheel. One end of the elastic support (25) is connected to the housing (21), and the other end is connected to the connector (24). The drive gear (23) and the rack (22) are disposed inside the housing (21). The housing (21) has an opening (211) for the rack (22) to extend out. One end of the rack (22) extends out of the opening (211) and is connected to the connector (24). The drive gear (23) is connected to the transmission mechanism (3) and meshes with the rack (22). The power mechanism (1) drives the drive gear (23) to rotate through the transmission mechanism (3) to move the rack (22), thereby adjusting the height of the suspension.

34. The actuator assembly of claim 33, wherein, The actuator (2) further includes a guide structure (26) disposed between the housing (21) and the rack (22) for supporting and guiding the rack (22).

35. The actuator assembly of claim 34, wherein, The guide structure (26) includes a sliding bearing.

36. The actuator assembly of claim 35, wherein, The actuator (2) further includes a seal (27) disposed between the housing (21) and the rack (22) for sealing the housing (21).

37. The actuator assembly of claim 36, wherein, The seal (27) is located on the side of the sliding bearing away from the opening (211).

38. The actuator assembly of claim 37, wherein, The sliding bearing is provided with an oil groove or the sliding bearing has self-lubricating properties. The sliding bearing is press-fitted with the housing (21). The inner wall of the housing (21) is provided with a sealing groove. The sealing groove is located on the side of the sliding bearing away from the opening (211). The seal (27) includes at least one step seal. At least one step seal is disposed in the sealing groove.

39. The actuation assembly of any of claims 36-38, wherein, The seal (27) is disposed on the side of the sliding bearing near the opening (211).

40. The actuator assembly of claim 39, wherein, The sliding bearing is press-fitted to the housing (21), and a sealing groove is provided on the inner wall of the housing (21). The sealing groove is located on the side of the sliding bearing near the opening (211). The seal (27) includes at least one step seal, and at least one step seal is disposed in the sealing groove.

41. The actuation assembly of any of claims 36-40, wherein, The actuator (2) further includes an annular oil seal end cap (28). The housing (21) is enlarged at the opening (211) to form an annular stepped surface. The annular oil seal end cap (28) is disposed at the opening (211) and connected to the housing (21). The sealing element (27) includes a lip seal ring, which abuts between the stepped surface and the annular oil seal end cap (28).

42. The actuator assembly of any one of claims 1-15, wherein, It also includes a locking device (6) configured to restrict the actuator (2) from being driven by the power mechanism (1) when locked.

43. The actuator assembly of claim 42, wherein, The locking device (6) is installed on the power mechanism (1) and restricts the actuator (2) from being driven by the power mechanism (1) by locking or unlocking the power output shaft (11) of the power mechanism (1). Alternatively, the actuator (2) includes a housing (21), a drive gear (23), and a rack (22). The drive gear (23) and the rack (22) are disposed in the housing (21). The drive gear (23) is connected to the transmission mechanism (3) and meshes with the rack (22). The power mechanism (1) drives the drive gear (23) to rotate through the transmission mechanism (3) to drive the rack (22) to move. The locking device (6) is installed on the actuator (2) and restricts the actuator (2) from being driven by the power mechanism (1) by locking or unlocking the axle of the drive gear (23). Alternatively, the locking device (6) is mounted on the actuator (2) to restrict the actuator (2) from being driven by the power mechanism (1) by locking or unlocking the rack (22).

44. The actuator assembly of claim 43, wherein, The locking device (6) includes a first locking device (6a), which includes a brake drive mechanism (61) and a brake assembly (62). The brake assembly (62) is configured to be driven by the brake drive mechanism (61) to engage with the power output shaft (11) of the power mechanism (1), the axle of the drive gear (23), or the rack (22) to lock or disengage to unlock.

45. The actuator assembly of claim 44, wherein, The braking drive mechanism (61) includes a brake wheel cylinder (611), a brake shoe assembly (612), and a push rod (613). The brake shoe assembly (612) is disposed between the brake wheel cylinder (611) and the push rod (613). The brake assembly (62) is disposed on the brake shoe assembly (612). The brake shoe assembly (612) is configured to drive the brake assembly (62) when the brake wheel cylinder (611) moves.

46. The actuator assembly of claim 45, wherein, The brake shoe assembly (612) includes a first brake shoe (6121) and a second brake shoe (6122), the first brake shoe (6121) and the second brake shoe (6122) are arranged opposite to each other and are respectively connected to the brake wheel cylinder (611) and the push rod (613); The braking assembly (62) includes a first friction lining (621) and a second friction lining (622), wherein the first friction lining (621) is disposed on the first brake shoe (6121) and the second friction lining (622) is disposed on the second brake shoe (6122).

47. The actuator assembly of claim 46, wherein, When the braking assembly (62) is configured to be driven by the braking drive mechanism (61) to engage with the power output shaft (11) of the power mechanism (1) or the axle of the drive gear (23) to lock or disengage for unlocking, the first locking device (6a) further includes: The mating assembly (63) is fixedly connected to the power output shaft (11) of the power mechanism (1) or the axle of the drive gear (23), and the braking assembly (62) is configured to engage with the mating assembly (63) under the drive of the braking drive mechanism (61) to lock or disengage to unlock.

48. The actuator assembly of claim 47, wherein, The mating assembly (63) includes a brake drum, which includes an annular portion (631) and a flange (632) connected to one axial end of the annular portion (631). The flange (632) is fixed to the power output shaft (11) of the power mechanism (1) or the axle of the drive gear (23). The inner annular wall of the annular portion (631) faces the brake assembly (62). The brake assembly (62) is configured to engage with the annular portion (631) to lock or disengage from the annular portion (631) to unlock under the drive of the brake drive mechanism (61).

49. The actuator assembly of claim 48, wherein, The actuation assembly also includes a controller configured to issue a locking signal when locking the height of the actuator (2) and to issue an unlocking signal when adjusting the height of the actuator (2); The brake wheel cylinder (611) responds to the locking signal to drive the brake shoe assembly (612) to move toward the mating assembly (63), so that the brake assembly (62) and the mating assembly (63) engage to lock. The brake wheel cylinder (611) responds to the unlocking signal to move the brake shoe assembly (612) away from the mating assembly (63), thereby separating the brake assembly (62) from the mating assembly (63) to unlock.

50. The actuator assembly of claim 49, wherein, The controller is located inside the vehicle cabin.

51. The actuator assembly of claim 49, wherein, The first locking device (6a) further includes: The first elastic element is disposed between the first brake shoe (6121) and the second brake shoe (6122), or disposed between at least one of the first brake shoe (6121) and the second brake shoe (6122) and the push rod (613); The first elastic element is configured to accumulate elastic potential energy when the brake wheel cylinder (611) responds to the locking signal and release the elastic potential energy when the brake wheel cylinder (611) responds to the unlocking signal, so that the first brake shoe (6121) and the second brake shoe (6122) move away from the brake drum.

52. The actuation assembly of any of claims 43-51, wherein, The locking device (6) includes a second locking device (6b), which includes a mounting housing (651), an end cap (652), and a pin-type locking assembly (66) disposed between the mounting housing (651) and the end cap (652). The mounting housing (651) of the second locking device (6b) is fixedly connected to the housing (12) of the power mechanism (1). The pin-type locking assembly (66) is fitted with the power output shaft (11) of the power mechanism (1) to lock or unlock the power output shaft (11) of the power mechanism (1). Alternatively, the mounting housing (651) of the second locking device (6b) is fixedly connected to the housing (21) of the actuator (2). The pin-type locking assembly (66) is fitted with the gear shaft of the drive gear (23) to lock or unlock the gear shaft of the drive gear (23).

53. The actuator assembly of claim 52, wherein, The pin-type locking assembly (66) includes a sliding disk (661) and a rotating disk (662). The sliding disk (661) has a first locking member on the side near the rotating disk (662), and the rotating disk (662) has a second locking member that cooperates with the first locking member.

54. The actuator assembly of claim 53, wherein, One of the first locking member and the second locking member is a locking pin (6611), and the other is a locking hole (6621); The pin-type locking assembly (66) has a locked state and an unlocked state. In the locked state, the locking pin (6611) is inserted into the locking hole (6621), and in the unlocked state, the locking pin (6611) is disengaged from the locking hole (6621).

55. The actuator assembly of claim 54, wherein, The pin-type locking assembly (66) further includes a resolver sensor (663) for sensing the relative position of the locking pin (6611) and the locking hole (6621) so that the rotating disk (662) rotates to the locking position corresponding to the locking pin (6611) and the locking hole (6621) in the locked state.

56. The actuator assembly of claim 55, wherein, The resolver sensor (663) includes a resolver sensing element (6631) disposed on the side of the end cap (652) near the rotating disk (662), and a resolver magnetic ring (6632) mounted on the power output shaft (11).

57. The actuation assembly of any of claims 53-56, wherein, The pin-type locking assembly (66) also includes an electromagnetic locking disc (664), a sliding guide rod (665), a power supply harness (666), and a second elastic element (667); The electromagnetic locking disc (664) is fixedly connected to the mounting shell (651), and the sliding guide rod (665) and the second elastic element (667) are installed between the electromagnetic locking disc (664) and the sliding disc (661).

58. A suspension system (1000) characterized by, Includes the actuation assembly described in any one of claims 1-57.

59. A vehicle characterized by Includes the actuation assembly as described in any one of claims 1-57, or the suspension system (1000) as described in claim 58.

60. The vehicle of claim 59, wherein, Further comprising a mounting bracket (15) for mounting a power mechanism (1) of an actuating assembly of the suspension system (1000), wherein: The mounting bracket (15) is fixedly connected with a cross beam of the suspension system (1000) located in a vehicle cabin; or The mounting bracket (15) is fixedly connected with a body panel (2000) of the vehicle and is close to a wheel.

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