CN219214648U - Active suspension actuator and vehicle with same - Google Patents

Abstract

The utility model discloses an active suspension actuator and a vehicle with the same, wherein the active suspension actuator comprises: the motor comprises a motor shaft and a rotor, wherein the motor shaft is integrally formed and comprises a first shaft section and a second shaft section, the first shaft section is connected with the second shaft section, and the rotor is sleeved on the first shaft section; the cycloidal pin gear speed reducing mechanism comprises cycloidal gears, and the cycloidal gears are sleeved on the second shaft section. According to the active suspension actuator, the rotor of the motor is sleeved on the first shaft section of the motor shaft, and the cycloid gear of the cycloid pin gear speed reducing mechanism is sleeved on the second shaft section of the motor shaft, so that the input shaft of the cycloid pin gear speed reducing mechanism is integrated on the motor shaft, the volume of the active suspension actuator is reduced, the stability and the transmission efficiency of the active suspension actuator are improved, and besides, the noise generated during the working of the active suspension actuator can be reduced, and the service life of the motor shaft is prolonged.

Description

Active suspension actuator and vehicle with same

Technical Field

The utility model relates to the technical field of automobile manufacturing, in particular to an active suspension actuator and a vehicle with the same.

Background

In the research and development field of an automobile active suspension system, an air spring and an adjustable shock absorber are commonly used at present, but the air spring has relatively slow response, a hydraulic system has a complex structure, high cost and relatively low system efficiency, and an electromagnetic active suspension system has obvious advantages, and has the advantages of simple structure, quick response and high system efficiency. However, as a core component of the system, no system level actuator assembly is currently available.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model aims to provide an active suspension actuator and a vehicle with the same, wherein the active suspension actuator can greatly reduce noise when the active suspension actuator works and ensure actuation performance.

The utility model further provides a vehicle with the active suspension actuator.

An active suspension actuator according to a first aspect of the present utility model includes: the motor comprises a motor shaft and a rotor, wherein the motor shaft is integrally formed and comprises a first shaft section and a second shaft section, the first shaft section is connected with the second shaft section, and the rotor is sleeved on the first shaft section; the cycloidal pin gear speed reducing mechanism comprises cycloidal gears, and the cycloidal gears are sleeved on the second shaft section.

According to the active suspension actuator, the rotor of the motor is sleeved on the first shaft section of the motor shaft, the cycloidal gear of the cycloidal pin gear reducing mechanism is sleeved on the second shaft section of the motor shaft, the input shaft of the cycloidal pin gear reducing mechanism is integrated on the motor shaft, the axial dimensions of the motor and the cycloidal pin gear reducing mechanism are greatly shortened, the volume of the active suspension actuator is reduced, meanwhile, the mass of the motor shaft is lower, the rotational inertia of the input end of the cycloidal pin gear reducing mechanism is smaller, the stability of the active suspension actuator is effectively improved, the comfort of the suspension is improved, the input end of the cycloidal pin gear reducing mechanism does not need oil seal, the starting torque of the cycloidal pin gear reducing mechanism is reduced, the transmission efficiency of the motor and the cycloidal pin gear reducing mechanism is improved, in addition, the motor directly transmits the torque to the cycloidal pin gear reducing mechanism through the motor shaft, the noise when the active suspension actuator works is greatly reduced, and the service life of the motor shaft is prolonged.

According to some embodiments of the utility model, an outer surface of one end of the first shaft section facing the second shaft section is provided with a protruding limit rib, and the rotor is sleeved on one side of the limit rib, which is away from the second shaft section.

According to some embodiments of the utility model, the active suspension actuator further comprises: the shell is internally provided with an accommodating cavity with one side open, and the motor and the cycloidal pin gear speed reducing mechanism are arranged in the accommodating cavity.

According to some embodiments of the utility model, the housing comprises: the motor comprises a main shell and an end cover, wherein the two ends of the motor shaft are both open, the end cover is connected with the shell and covers one open end of the main shell, the rotor is arranged on one side of the accommodating cavity, which faces the end cover, and the stator of the motor is fixed on the inner surface of the main shell and is opposite to the rotor in the radial direction.

According to some embodiments of the utility model, the cycloidal pin gear reduction mechanism further includes: the first planet carrier, first planet carrier is in hold the open side in chamber, the cycloid wheel with first planet carrier links to each other and is used for the drive the planet carrier rotates, the one side of first planet carrier deviates from hold the chamber is formed with the output shaft, wherein, be equipped with first bearing on the casing, be equipped with the second bearing on the first planet carrier, the one end of motor shaft support in first bearing and the other end support in the second bearing.

According to some embodiments of the utility model, the cycloidal pin gear reduction mechanism further includes: the second planet carrier is positioned on one side of the cycloid gear, which is far away from the first planet carrier, and the first planet carrier is fixedly connected with the second planet carrier.

According to some embodiments of the utility model, the active suspension actuator further comprises a third bearing and a fourth bearing, the first planet carrier is rotatably connected to the housing through the third bearing, and the second planet carrier is rotatably connected to the housing through the fourth bearing.

According to some embodiments of the utility model, the inner wall surface of the housing is provided with a plurality of needle grooves extending along the axial direction of the motor shaft, the plurality of needle grooves are arranged at intervals along the circumferential direction of the motor shaft, and the cycloidal pin gear speed reducing mechanism further comprises: the plurality of rolling pins are in one-to-one correspondence with the plurality of rolling pin grooves and are arranged in the corresponding rolling pin grooves; the eccentric cams are sleeved on the second shaft section, the number of the eccentric cams is two, the two eccentric cams are arranged at intervals in the axial direction of the motor shaft, the two eccentric cams are symmetrically arranged in the radial direction of the motor shaft, the number of the cycloid gears is two, and the two cycloid gears are sleeved on the radial outer sides of the two eccentric cams through needle bearings respectively.

According to some embodiments of the utility model, the main shell is provided with a vent hole, an oil filling hole and an oil drain hole, and the shell further comprises: the vent plug is capable of being opened and covered at the vent hole position, the oil filling plug is capable of being opened and covered at the oil filling hole position, and the oil drain plug is capable of being opened and covered at the oil drain hole position.

A vehicle according to a second aspect of the present utility model includes the active suspension actuator according to the first aspect of the present utility model described above.

According to the vehicle of the second aspect of the present utility model, by providing the active suspension actuator of the first aspect, it is possible to more conveniently arrange the components of the vehicle suspension system and to greatly reduce the noise of the vehicle.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

FIG. 1 is a schematic illustration of an active suspension actuator according to an embodiment of the present utility model;

FIG. 2 is a schematic view of the main housing shown in FIG. 1;

fig. 3 is a schematic view of the motor shaft shown in fig. 1.

Reference numerals:

100. an active suspension actuator;

10. a motor; 11. a motor shaft; 111. a first shaft section; 1111. a limit rib; 112. a second shaft section; 12. a rotor; 13. a stator;

20. cycloidal pin gear speed reducing mechanism; 21. cycloidal gears; 22. a first planet carrier; 221. a second bearing; 23. a second carrier; 24. an eccentric cam; 241. needle roller bearings; 25. a pin; 26. a bolt; 27. an output shaft;

30. a housing; 31. a receiving chamber; 32. a main housing; 321. a vent hole; 322. a vent plug; 323. a fuel filler hole; 324. a filler plug; 325. an oil drain hole; 33. an end cap; 34. a first bearing; 35. needle roller grooves; 36. needle roller;

40. a third bearing;

50. and a fourth bearing.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

An active suspension actuator 100 according to an embodiment of the first aspect of the present utility model is described below with reference to fig. 1-3.

As shown in fig. 1 and 2, an active suspension actuator 100 according to an embodiment of the first aspect of the present utility model includes: a motor 10 and a cycloidal pin gear reduction mechanism 20.

The motor 10 comprises a motor shaft 11 and a rotor 12, the motor shaft 11 is integrally formed and comprises a first shaft section 111 and a second shaft section 112, the first shaft section 111 is connected with the second shaft section 112, the rotor 12 is sleeved on the first shaft section 111, the cycloidal pin gear speed reducing mechanism 20 comprises a cycloidal gear 21, and the cycloidal gear 21 is sleeved on the second shaft section 112.

The motor 10 is a power input mechanism of the active suspension actuator 100 because of the power output characteristic of the motor 10: the faster the rotational speed is output, the smaller the torque is output, and in order for the active suspension actuator 100 to output a larger torque, it is necessary to decelerate the torque output from the motor shaft 11 of the motor 10 by the deceleration mechanism.

In the prior art, the motor 10 and the speed reducing mechanism are separately arranged, the input end of the speed reducing mechanism is sealed by an oil seal, and the oil seal is in interference fit with the input shaft of the speed reducing mechanism, so that the starting torque of the input end of the speed reducing mechanism can be increased, the starting torque of the output end of the speed reducing mechanism after the speed and torque are increased by the speed reducing mechanism can be increased to a larger extent, meanwhile, the active suspension actuator 100 is relatively large in size and difficult to arrange on a vehicle, and if the volumes of the motor 10 and the speed reducing mechanism are reduced, the active suspension actuator 100 can be arranged on the vehicle, the power of the motor 10 can be sacrificed, and the actuation performance of the active suspension actuator 100 is insufficient. In addition, the motor shaft 11 of the motor 10 and the input shaft of the speed reducing mechanism are connected through splines, so that smooth assembly can be ensured, and clearance fit is adopted between the splines, when the direction of the output speed of the motor shaft 11 changes, the problems of response delay, abnormal sound knocking between the splines and the like can occur, the coaxiality of the motor shaft 11 and the input shaft of the speed reducing mechanism is difficult to ensure, axial force is easily generated on the motor shaft 11 and the input shaft of the speed reducing mechanism, the service lives of the motor shaft 11 and the input shaft of the speed reducing mechanism are influenced, abnormal abrasion of connecting splines is caused, meanwhile, the axial dimensions of the motor shaft 11 and the input shaft of the speed reducing mechanism are longer, the mass is larger, and the rotational inertia of the input end of the active suspension actuator 100 is larger, so that the stability of the active suspension actuator 100 is influenced.

In this embodiment, the motor shaft 11 includes the first shaft section 111 and the second shaft section 112, the first shaft section 111 is connected with the rotor 12 of the motor 10, the second shaft section 112 is connected with the roller wheel of the cycloidal pin gear reduction mechanism 20, at this time, the first shaft section 111 is the output end of the motor 10, and the second shaft section 112 is the input end of the cycloidal pin gear reduction mechanism 20, so that the input end of the cycloidal pin gear reduction mechanism 20 is directly connected with the output end of the motor 10, the integrated arrangement of the motor 10 and the cycloidal pin gear reduction mechanism 20 is realized, and no sealing mechanism is needed between the input end of the cycloidal pin gear reduction mechanism 20 and the output end of the motor 10, thereby, no additional torque is added to the input end of the cycloidal pin gear reduction mechanism 20, and meanwhile, the length of the motor shaft 11 is effectively shortened, thereby reducing the mass of the motor shaft 11, greatly reducing the rotational inertia of the input end of the active suspension actuator 100, and enabling the active suspension actuator 100 to be more stable during operation. In addition, the rotor 12 and the cycloid gear 21 are directly connected through the motor shaft 11, torque is directly conducted, the torque direction is stable, noise in the working process is effectively reduced, and the service life of the motor shaft 11 is prolonged.

In operation, the motor 10 is energized, the rotor 12 is driven by electromagnetic force to drive the motor shaft 11 to rotate, the motor shaft 11 synchronously drives the cycloidal gears 21 to rotate, and then the cycloidal pin gear speed reducing mechanism 20 is used for reducing speed and improving output torque.

According to the active suspension actuator 100 provided by the utility model, the rotor 12 of the motor 10 is sleeved on the first shaft section 111 of the motor shaft 11, the cycloidal gear 21 of the cycloidal pin gear speed reducing mechanism 20 is sleeved on the second shaft section 112 of the motor shaft 11, so that the input shaft of the cycloidal pin gear speed reducing mechanism 20 is integrated on the motor shaft 11, the axial dimensions of the motor 10 and the cycloidal pin gear speed reducing mechanism 20 are greatly shortened, the volume of the active suspension actuator 100 is reduced, meanwhile, the mass of the motor shaft 11 is lower, the rotational inertia of the input end of the cycloidal pin gear speed reducing mechanism 20 is smaller, the stability of the active suspension actuator 100 is effectively improved, the comfort of a suspension is improved, the input end of the cycloidal pin gear speed reducing mechanism 20 does not need oil seal, the starting torque of the cycloidal pin gear speed reducing mechanism 20 is reduced, the transmission efficiency is improved, and in addition, the motor 10 directly transmits the torque to the cycloidal pin gear speed reducing mechanism 20 through the motor shaft 11, the noise when the active suspension 100 works is greatly reduced, and the service life of the motor shaft 11 is prolonged.

In some embodiments of the present utility model, as shown in fig. 2, an outer surface of an end of the first shaft section 111 facing the second shaft section 112 is provided with a protruding limit rib 1111, and the rotor 12 is sleeved on a side of the limit rib 1111 facing away from the second shaft section 112. Specifically, the motor shaft 11 is in interference fit with the rotor 12, when the limit rib 1111 is overlapped with the rotor 12 in the process of mounting the motor shaft 11 on the rotor 12, the motor shaft 11 cannot move towards the rotor 12 continuously, and at the moment, the motor shaft 11 is mounted in place, and meanwhile, in the working process, the limit rib 1111 can prevent the motor shaft 11 from moving towards the rotor 12.

In some embodiments of the present utility model, as shown in FIG. 1, the active suspension actuator 100 further comprises: the housing 30 defines a housing chamber 31 having one side opened therein, and the motor 10 and the cycloidal pin gear reduction mechanism 20 are disposed in the housing chamber 31. The shell 30 provides arrangement space for the motor 10 and the cycloidal pin gear speed reduction mechanism, the motor 10 and the cycloidal pin gear speed reduction mechanism 20 are integrally arranged in the shell 30, and when the cycloidal pin gear speed reduction mechanism is assembled, only the connection relation between the shell 30 and the outside is considered, the power transmission between the motor 10 and the cycloidal pin gear speed reduction mechanism 20 is not influenced by the outside, so that the resistance during the power transmission between the motor 10 and the cycloidal pin gear speed reduction mechanism 20 can be reduced, and the working efficiency and the production efficiency of the active suspension actuator 100 are improved.

In some embodiments of the present utility model, as shown in fig. 1 and 3, the housing 30 includes: a main casing 32 and an end cover 33, both ends of the main casing 32 in a direction of the motor shaft 11 (e.g., a left-right direction shown in fig. 2) are open, the end cover 33 is connected to the housing 30 and covers one open end of the main casing 32 (e.g., a right end of the main casing 32 shown in fig. 1), the rotor 12 is provided on a side of the accommodation chamber 31 facing the end cover 33 (e.g., a left side of the end cover 33 shown in fig. 1), and the stator 13 of the motor 10 is fixed to an inner surface of the main casing 32 and is opposed to the rotor 12 in a radial direction inside and outside. Specifically, when the motor 10 is energized, the stator 13 applies an electromagnetic force to the rotor 12, and the rotor 12 is driven by the electromagnetic force to rotate, so as to drive the motor shaft 11 to rotate, by providing the main housing 32, an arrangement position is provided for the stator 13, by providing the end cover 33, the motor 10 is not in contact with the outside, and by electronically facing the rotor 12 radially inside and outside, the rotor 12 can be subjected to the electromagnetic force applied by the stator 13, so as to rotate under the driving of the electromagnetic force.

In some embodiments of the present utility model, as shown in fig. 1, the cycloidal pin gear reduction mechanism 20 further includes: the first planet carrier 22, the first planet carrier 22 is arranged on the open side of the accommodating cavity 31, the cycloid wheel 21 is connected with the first planet carrier 22 and used for driving the first planet carrier 22 to rotate, an output shaft 27 is formed on one side of the first planet carrier 22, which is away from the accommodating cavity 31, wherein a first bearing 34 is arranged on the shell 30, a second bearing 221 is arranged on the first planet carrier 22, one end of the motor shaft 11 is supported on the first bearing 34, and the other end is supported on the second bearing 221. Specifically, the first bearing 34 is disposed on the end cover 33 of the housing 30, and the end cover 33 and the first carrier 22 are disposed at both ends of the main housing 32, respectively, such that the first carrier 22 can cover the open end of the main housing 32 while the first carrier 22 achieves the power output of the active suspension actuator 100 from the output shaft 27. The end cover 33 is arranged on the outer side of the rotor 12, the first planet carrier 22 is arranged on the outer side of the cycloid gear 21, and the motor shaft 11 is supported by the rotor 12 and the first bearing 34 and the second bearing 221 on the outer side of the cycloid gear 21, so that the radial pressure of the motor shaft 11 to the rotor 12 and the cycloid gear 21 can be relieved, and the motor shaft 11 is more stable in rotation.

In some embodiments of the present utility model, as shown in fig. 1, the output shaft 27 is connected to other components through a spline, the output torque of the output shaft 27 is larger, and the spline connection can bear larger load, so that the active suspension actuator 100 can work normally.

In some embodiments of the present utility model, as shown in fig. 1, the first bearing 34 and the second bearing 221 may be deep groove ball bearings, which are low in manufacturing cost, small in friction coefficient, and capable of bearing large radial loads, and the production cost can be effectively reduced and the use requirements can be satisfied by providing the first bearing 34 and the second bearing 221 as the deep groove ball bearings.

In some embodiments of the present utility model, as shown in fig. 1, the cycloidal pin gear reduction mechanism 20 further includes: the second planet carrier 23, the second planet carrier 23 is located on the side of the cycloid gear 21 facing away from the first planet carrier 22, and the first planet carrier 22 and the second planet carrier 23 are fixedly connected. In some preferred embodiments, the first planet carrier 22 and the second planet carrier 23 are fixedly connected through bolts 26, and the cycloid wheel 21 is connected with the first planet carrier 22 and the second planet carrier 23 through pins 25, so that when the cycloid wheel 21 drives the first planet carrier 22 and the second planet carrier 23 to rotate through the pins 25, both sides of the cycloid wheel 21 are acted, and the moment acted on both sides of the cycloid wheel 21 can reach balance, so that the cycloid wheel 21 rotates more stably.

In some embodiments of the present utility model, as shown in fig. 1, the active suspension actuator 100 further includes a third bearing 40 and a fourth bearing 50, the first planet carrier 22 is rotatably connected to the housing 30 through the third bearing 40, and the second planet carrier 23 is rotatably connected to the housing 30 through the fourth bearing 50. Thus, the first carrier 22 and the second carrier 23 can be rotated by the cycloid gear 21, the housing 30 provides support for the first carrier 22 through the third bearing 40 and the second carrier 23 through the fourth bearing 50.

In some embodiments of the utility model, the third bearing 40 is a tapered roller bearing and the fourth bearing 50 is a tapered roller bearing; alternatively, the third bearing 40 is a diagonal contact bearing and the fourth bearing 50 is a diagonal contact bearing. The output shaft 27 is arranged on the first planet carrier 22, the input torque of the motor shaft 11 is larger in torque when the output shaft 27 outputs after being decelerated, and the tapered roller bearing and the diagonal contact bearing can bear larger axial load and radial load, so that the active suspension actuator 100 is ensured to work normally, and the service life of the active suspension actuator 100 is prolonged.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the inner wall surface of the housing 30 is provided with a plurality of needle grooves 35 extending in the axial direction of the motor shaft 11, the plurality of needle grooves 35 being arranged at intervals in the circumferential direction of the motor shaft 11, and the cycloidal pin gear reduction mechanism 20 further includes: the plurality of rolling pins 36 and the eccentric cams 24, wherein the plurality of rolling pins 36 and the plurality of rolling pin grooves 35 are in one-to-one correspondence and are arranged in the corresponding rolling pin grooves 35, the eccentric cams 24 are sleeved on the second shaft section 112, the two eccentric cams 24 are arranged at intervals in the axial direction of the motor 10 shaft, the two eccentric cams 24 are symmetrically arranged in the radial direction of the motor 10 shaft, the number of the cycloid gears 21 is two, and the two cycloid gears 21 are sleeved on the radial outer sides of the two eccentric cams 24 through the rolling pin bearings 241 respectively.

Specifically, cycloid teeth are formed on the outer ring of the cycloid gear 21 at equal distances, the cycloid teeth are meshed with the needle rollers 36, in some preferred embodiments, the number of the needle rollers 36 is 1 more than that of the cycloid teeth, in operation, the motor shaft 11 drives the two eccentric cams 24 on the motor shaft 11 to rotate, the two eccentric cams 24 drive the cycloid gear 21 to eccentrically rotate through the needle roller bearing 241 sleeve, the cycloid teeth are meshed with the needle rollers 36 on the inner wall surface of the shell 30 in eccentric rotation, and in one rotation of the motor 10, the cycloid gear 21 rotates by a distance of one cycloid tooth and the needle roller 36 in the opposite direction of the rotation direction of the motor shaft 11, thereby realizing speed reduction of output torque of the motor shaft 11, and the speed reduction ratio is large, meanwhile, the cycloid teeth and the needle rollers 36 are meshed, and the transmission efficiency is high.

By providing the plurality of needle grooves 35, an arrangement space is provided for the needle rollers 36, so that when the cycloid gear 21 eccentrically rotates, the cycloid gear 21 smoothly rotates along the inner wall of the housing 30 by meshing the cycloid gear with the needle rollers 36. Through setting up eccentric cam 24, cycloid wheel 21 establishes in the radial outside of eccentric cam 24 through bearing 241 cover, can make cycloid wheel 21 carry out eccentric rotation under the drive of eccentric cam 24, and bearing 241 load intensity is big, and bearing intensity is strong, can promote active suspension actuator 100 life greatly. By arranging two eccentric cams 24, the two eccentric cams 24 are symmetrically arranged in the radial direction of the motor shaft 11, so that when the motor shaft 11 drives the cams to rotate, the rotation torque generated by the two cams is counteracted, thereby dynamically balancing the motor shaft 11, and further stabilizing the active suspension actuator 100 during operation.

In some embodiments of the present utility model, as shown in fig. 2, the eccentric cam 24 is integrally formed with the motor shaft 11. Therefore, the structure can be simplified, the number of parts is reduced, the assembly efficiency is improved, and meanwhile, the eccentric cam 24 and the motor shaft 11 which are integrally formed can effectively avoid the eccentric cam 24 from rotating relative to the motor shaft 11, so that the transmission efficiency is reduced.

In some embodiments of the present utility model, as shown in fig. 2, the main housing 32 is provided with a vent hole 321, an oil filling hole 323, and an oil drain hole, and the housing 30 further includes: a vent plug 322, a filler plug 324, and a drain plug, the vent plug 322 being openably capped at the vent hole 321 position, the filler plug 324 being openably capped at the filler hole 323 position, the drain plug being openably capped at the drain hole position. When the external environment changes, the working environment in the casing 30 changes, when the temperature rises or falls, the air pressure in the casing 30 changes, and a pressure difference is generated between the air pressure and the external air pressure, so that the working effect of the active suspension actuator 100 is affected, at the moment, the vent 321 is opened, so that the air in the casing 30 is communicated with the outside, the air pressure in the casing 30 is balanced with the outside, and the vent plug 322 covers the vent 321 when the ventilation in the casing 30 is not needed.

Meanwhile, as the temperature changes and the service time becomes longer, the chemical property of the lubricating oil in the shell 30 changes, so that the lubricating requirement cannot be met, the lubricating oil can be discharged through the oil discharge hole 325, the oil discharge hole 325 is covered by the oil discharge plug after the oil discharge is finished, new lubricating oil is added through the oil filling hole 323, the normal lubricating requirement of the active suspension actuator 100 is met, and the oil filling hole 323 is covered by the oil filling plug 324 after the oil filling is finished. Thus, the active suspension actuator 100 can be adapted to the use requirements of different operations such as high temperature, low temperature or high altitude.

A vehicle according to an embodiment of the second aspect of the present utility model includes the active suspension actuator 100 according to the embodiment of the first aspect of the present utility model described above.

At present, in the process of the concrete implementation of an active suspension system of a vehicle, an air spring and an adjustable shock absorber are commonly selected, and the air spring and the adjustable shock absorber have the following defects: the air spring response is relatively slow, and the adjustable shock absorber system is complex in structure, high in cost and relatively low in system efficiency. In contrast, the electromagnetic active suspension system driven by the motor has obvious advantages, and the electromagnetic active suspension system has simple structure, quick response and higher system efficiency. In the electromagnetic active suspension system, the active suspension actuator 100 is required to output thrust, when the electromagnetic active suspension system works, the active suspension actuator 100 is matched with a shock absorber of a vehicle to push the whole vehicle to move, so that the torque required to be output by the active suspension actuator 100 is extremely large, meanwhile, the electromagnetic active suspension system is arranged on a vehicle chassis, the arrangement space of the vehicle chassis is limited, and the volume of the active suspension actuator 100 cannot be excessively large.

The active suspension actuator 100 according to the embodiment of the first aspect of the present utility model may be applied to an electromagnetic active suspension system of a vehicle, the active suspension actuator 100 including: a motor 10, a cycloidal pin gear reduction mechanism 20, and a housing 30. Wherein the motor 10 comprises: the motor shaft 11, the rotor 12, and the motor shaft 11, and the cycloidal pin gear reduction mechanism 20 includes: the cycloid gear 21, the first planet carrier 22 and the second planet carrier 23 are provided with a plurality of needle grooves 35 on the inner wall of the housing 30, and needle rollers 36 are mounted in the needle grooves 35. The motor shaft 11 is integrally formed and comprises a first shaft section 111 and a second shaft section 112, the first shaft section 111 is connected with the second shaft section 112, the rotor 12 is sleeved on the first shaft section 111, the second shaft section 112 is provided with an eccentric cam 24, the cycloid gear 21 is sleeved on the eccentric cam 24 of the second shaft section 112, cycloid teeth are further formed on the outer ring of the cycloid gear 21, the cycloid teeth are meshed with the rolling pins 36, and the number of the cycloid teeth is one less than that of the rolling pins 36. The first carrier 22 is arranged on the left side of the cycloid gear 21 (e.g., the left side of the cycloid gear 21 shown in fig. 1), the second carrier 23 is arranged on the right side of the cycloid gear 21 (e.g., the right side of the cycloid gear 21 shown in fig. 1), one side of the first carrier 22 away from the cycloid gear 21 (e.g., the left side of the first carrier 22 shown in fig. 1) is provided with an output shaft 27, the first carrier 22 and the second carrier 23 are connected by bolts 26, and the cycloid gear 21 is connected with the first carrier 22 and the second carrier 23 by pins 25.

When the motor 10 is powered on, the rotor 12 drives the motor shaft 11 to rotate under the electromagnetic force of the stator 13, the eccentric cam on the motor shaft 11 drives the cycloid gear 21 to eccentrically rotate, the cycloid gear 21 is meshed with the rolling needle 36 on the inner wall surface of the shell 30 during eccentric rotation, when the motor 10 rotates for one circle, the cycloid gear 21 rotates by a distance between the cycloid gear and the rolling needle 36 in the direction opposite to the rotation direction of the motor shaft 11, and meanwhile, the cycloid gear 21 drives the first planet carrier 22 and the second planet carrier 23 to rotate through the pin 25, and the output shaft 24 on the first planet carrier 22 outputs the decelerated torque. Thereby, the deceleration of the output torque of the motor shaft 11 is achieved, and the reduction ratio is large.

According to the vehicle of the second aspect of the present utility model, by providing the active suspension actuator 100 according to the first aspect of the present utility model, it is possible to achieve the reduction and torque increase of the output torque of the motor shaft 11 of the motor 10 and output a larger torque, thereby meeting the use requirement, and simultaneously, by sleeving the rotor 12 of the motor 10 on the first shaft section 111 of the motor shaft 11 and sleeving the cycloidal gear 21 of the cycloidal pin gear reduction mechanism 20 on the second shaft section 112 of the motor shaft 11, it is possible to achieve the integration of the input shaft of the cycloidal pin gear reduction mechanism 20 on the motor shaft 11, thereby reducing the volume of the active suspension actuator 100, and besides, the motor 10 directly transmits the torque to the cycloidal pin gear reduction mechanism 20 through the motor shaft 11, thereby greatly reducing the noise when the active suspension actuator 100 works, and improving the service life of the motor shaft 11.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; the device can be mechanically connected, electrically connected and communicated; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. An active suspension actuator, comprising:

the motor comprises a motor shaft and a rotor, wherein the motor shaft is integrally formed and comprises a first shaft section and a second shaft section, the first shaft section is connected with the second shaft section, and the rotor is sleeved on the first shaft section;

the cycloidal pin gear speed reducing mechanism comprises cycloidal gears, and the cycloidal gears are sleeved on the second shaft section.

2. The active suspension actuator of claim 1, wherein an outer surface of an end of the first shaft section facing the second shaft section is provided with a raised stop rib, and the rotor is sleeved on a side of the stop rib facing away from the second shaft section.

3. The active suspension actuator of claim 1, further comprising: the shell is internally provided with an accommodating cavity with one side open, and the motor and the cycloidal pin gear speed reducing mechanism are arranged in the accommodating cavity.

4. The active suspension actuator according to claim 3 wherein the housing comprises: the motor comprises a main shell and an end cover, wherein the two ends of the motor shaft are both open, the end cover is connected with the shell and covers one open end of the main shell, the rotor is arranged on one side of the accommodating cavity, which faces the end cover, and the stator of the motor is fixed on the inner surface of the main shell and is opposite to the rotor in the radial direction.

5. The active suspension actuator according to claim 4, wherein the cycloidal pin gear reduction mechanism further comprises: the first planet carrier is arranged on the open side of the accommodating cavity, the cycloid wheel is connected with the first planet carrier and used for driving the planet carrier to rotate, an output shaft is formed on one side of the first planet carrier, which is away from the accommodating cavity,

the motor comprises a shell, a first planet carrier, a second planet carrier, a motor shaft, a first bearing, a second bearing, a first motor and a second motor, wherein the first bearing is arranged on the shell, the second bearing is arranged on the first planet carrier, one end of the motor shaft is supported on the first bearing, and the other end of the motor shaft is supported on the second bearing.

6. The active suspension actuator according to claim 5, wherein the cycloidal pin gear reduction mechanism further comprises: the second planet carrier is positioned on one side of the cycloid gear, which is far away from the first planet carrier, and the first planet carrier is fixedly connected with the second planet carrier.

7. The active suspension actuator according to claim 6, further comprising a third bearing and a fourth bearing, wherein the first planet carrier is rotatably coupled to the housing via the third bearing and the second planet carrier is rotatably coupled to the housing via the fourth bearing.

8. The active suspension actuator according to claim 3, wherein an inner wall surface of the housing is provided with needle grooves extending in an axial direction of the motor shaft, the number of the needle grooves is plural, the plurality of the needle grooves are arranged at intervals in a circumferential direction of the motor shaft, and the cycloidal pin gear reduction mechanism further comprises:

the plurality of rolling pins are in one-to-one correspondence with the plurality of rolling pin grooves and are arranged in the corresponding rolling pin grooves;

the eccentric cams are sleeved on the second shaft section, the number of the eccentric cams is two, the two eccentric cams are arranged at intervals in the axial direction of the motor shaft, the two eccentric cams are symmetrically arranged in the radial direction of the motor shaft, the number of the cycloid gears is two, and the two cycloid gears are sleeved on the radial outer sides of the two eccentric cams through needle bearings respectively.

9. The active suspension actuator according to claim 4 wherein the main housing is provided with a vent, a filler neck and an oil drain hole, the housing further comprising: the vent plug is capable of being opened and covered at the vent hole position, the oil filling plug is capable of being opened and covered at the oil filling hole position, and the oil drain plug is capable of being opened and covered at the oil drain hole position.

10. A vehicle comprising an active suspension actuator according to any one of claims 1 to 9.

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