Electromagnetic semi-active suspension, vehicle and control method

Abstract

This invention provides an electromagnetic semi-active suspension, a vehicle, and a control method. The electromagnetic semi-active suspension includes: a housing with a receiving cavity; a suspension assembly movably disposed within the receiving cavity, one end of which is provided with a permanent magnet, and the other end of which is connected to a powertrain; and an electromagnet assembly connected to the housing. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet assembly, causing the end of the suspension assembly with the permanent magnet to levitate within the receiving cavity. By applying the technical solution of this application, the end of the suspension assembly with the permanent magnet levitates within the receiving cavity, providing greater stiffness and damping to support the powertrain. This achieves the technical effect of improved suspension stiffness during startup and low-to-medium frequency driving conditions, solving the problem of poor NVH performance in existing vehicles and improving the practicality of this electromagnetic semi-active suspension.

Description

Technical Field

[0001] This invention relates to the field of semi-active suspension technology, and more specifically, to an electromagnetic semi-active suspension, a vehicle, and a control method thereof. Background Technology

[0002] Currently, most semi-active suspension systems on the market are upgrades based on hydraulic suspension systems. These upgrades may involve changing the flow channel length, altering the decoupling stiffness, or even using a magnetorheological fluid. The core principle is the same product that uses a switch to convert between two stiffness curves. This allows the hydraulic suspension to reduce the dynamic-to-static ratio at idle, exhibiting the superior idle damping characteristics of the rubber suspension. However, no semi-active suspension system has been designed on the rubber suspension itself to create two stiffness curves, allowing the vehicle to exhibit the high damping characteristics of the hydraulic suspension during high-speed driving or low-frequency, high-vibration conditions.

[0003] In addition, existing research has also involved some magnetic levitation suspension or vibration reduction devices, but these devices are all theoretical conceptual models. They completely disregard the suspension rubber part and simply design a magnetic levitation structure, which is still some distance from actual production and application. Summary of the Invention

[0004] The main objective of this invention is to provide an electromagnetic semi-active suspension, a vehicle, and a control method to solve the problem of poor NVH performance in vehicles in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, an electromagnetic semi-active suspension is provided, comprising: a housing having a receiving cavity; a suspension assembly movably disposed within the receiving cavity, one end of the suspension assembly having a permanent magnet and the other end of the suspension assembly being connected to a powertrain; and an electromagnet assembly connected to the housing, wherein when the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet assembly, causing the end of the suspension assembly having the permanent magnet to levitate within the receiving cavity.

[0006] Furthermore, the electromagnet assembly includes a first electromagnet and a second electromagnet. The first electromagnet is connected to the top of the outer casing, and the second electromagnet is connected to the bottom of the outer casing. The first electromagnet and the second electromagnet are arranged opposite to each other. When the first electromagnet and the second electromagnet are energized, a repulsive force is generated between the first electromagnet and the second electromagnet and the permanent magnet assembly, so that the end of the suspension assembly with the permanent magnet is suspended between the first electromagnet and the second electromagnet.

[0007] Furthermore, the suspension assembly includes: a rubber main spring, which is movably disposed within the receiving cavity and has a mounting cavity; and a cantilever assembly, the first end of which is connected to the rubber main spring and extends into the mounting cavity, and the first end of which is provided with a permanent magnet. When the electromagnet assembly is energized, the rubber main spring is suspended within the receiving cavity.

[0008] Furthermore, the cantilever assembly includes: a cantilever body, a permanent magnet being disposed at a first end of the cantilever body; a protective sleeve, which is disposed circumferentially along the first end of the cantilever body, with the permanent magnet located inside the protective sleeve, and a second end of the protective sleeve being connected to the powertrain.

[0009] Furthermore, the protective sleeve is made of nylon.

[0010] Furthermore, the outer surface of the rubber main spring facing the second electromagnet is provided with reinforcing ribs, and the ends of the reinforcing ribs are provided with limiting platforms.

[0011] According to another aspect of the present invention, a vehicle is provided, including the above-described electromagnetic semi-active suspension.

[0012] According to another aspect of the present invention, a control method for an electromagnetic semi-active suspension of a vehicle is provided. The control method includes the following steps: acquiring vehicle condition information of a target vehicle, wherein the vehicle condition information includes at least one of the following: engine speed information, gear information, and vehicle speed information; and, when it is determined that the vehicle condition information meets preset conditions, controlling the energizing state of the electromagnet assembly to cause the suspension assembly to perform a target action.

[0013] Furthermore, when the vehicle condition information meets the preset conditions, the conductivity state of the electromagnet assembly is controlled to enable the suspension assembly to perform the target action, including: when the target vehicle speed is 0 km / h and the engine speed is greater than or equal to 1250 r / min, or when the vehicle speed is not equal to 0 km / h and the engine speed is ≥1300 r / min, or when the vehicle speed is greater than 10 km / h, the electromagnet assembly is controlled to be energized.

[0014] Furthermore, when the vehicle condition information meets the preset conditions, the conductivity state of the electromagnet assembly is controlled to enable the suspension assembly to perform the target action, including: determining that the target vehicle speed is 0 km / h and the engine speed is less than 1200 r / min, or determining that the vehicle speed is less than or equal to 7 km / h and the engine speed is less than or equal to 1250 r / min, and controlling the electromagnet assembly to be in a de-energized state; or determining that the DMSCU controller detects that the engine stop signal becomes invalid, or detects that the power signal becomes invalid for more than 2 seconds, or the DMSCU controller receives the engine stop signal and the effective time is greater than or equal to 2 seconds, and controlling the electromagnet assembly to be in a de-energized state.

[0015] The present invention provides a housing, a suspension assembly, and an electromagnet assembly. The housing has a receiving cavity, and the suspension assembly is movably disposed within the receiving cavity. One end of the suspension assembly is provided with a permanent magnet, and the other end of the suspension assembly is connected to the powertrain. The electromagnet assembly is connected to the housing. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet assembly, causing the end of the suspension assembly with the permanent magnet to levitate within the receiving cavity. This provides greater stiffness and damping to support the powertrain, thereby achieving the technical effect of improving the stiffness of the lower suspension during startup and low-to-medium frequency driving conditions, and solving the problem of poor NVH performance in vehicles in the prior art. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of the structure of a first embodiment of the electromagnetic semi-active suspension according to the present invention is shown;

[0018] Figure 2 A schematic diagram comparing stiffness curves of a second embodiment of the electromagnetic semi-active suspension according to the present invention is shown.

[0019] Figure 3 A flowchart illustrating an embodiment of the control method for electromagnetic semi-active suspension of a vehicle according to the present invention is shown.

[0020] The above figures include the following reference numerals:

[0021] 10. Cantilever body

[0022] 20. Permanent magnet;

[0023] 30. Protective cover;

[0024] 40. Rubber main spring; 41. Mounting cavity;

[0025] 50. Outer shell; 51. Receiving cavity;

[0026] 60. The first electromagnet;

[0027] 70. The second electromagnet. Detailed Implementation

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0032] Combination Figures 1 to 3 As shown, according to a specific embodiment of the present invention, an electromagnetic semi-active suspension is provided.

[0033] Specifically, the electromagnetic semi-active suspension includes: a housing 50 having a receiving cavity 51; a suspension assembly movably disposed within the receiving cavity 51, one end of which is provided with a permanent magnet 20, and the other end of which is connected to a powertrain; and an electromagnet assembly connected to the housing 50. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet 20 assembly, causing the end of the suspension assembly with the permanent magnet 20 to levitate within the receiving cavity 51.

[0034] Combination Figure 1 As shown, in this embodiment, the electromagnetic semi-active suspension includes: a housing 50, a suspension assembly, and an electromagnet assembly. The housing 50 has a receiving cavity 51, and the suspension assembly is movably disposed within the receiving cavity 51. One end of the suspension assembly is provided with a permanent magnet 20, and the other end of the suspension assembly is connected to the powertrain. The electromagnet assembly is connected to the housing 50. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet 20 assembly, causing the end of the suspension assembly with the permanent magnet 20 to levitate within the receiving cavity 51. This provides greater stiffness and damping to support the powertrain, achieving the technical effect of improved suspension stiffness during startup and low-to-medium frequency driving conditions. This solves the problem of poor NVH performance in vehicles in the prior art and improves the practicality of the electromagnetic semi-active suspension.

[0035] The electromagnet assembly includes a first electromagnet 60 and a second electromagnet 70. The first electromagnet 60 is connected to the top of the outer casing 50, and the second electromagnet 70 is connected to the bottom of the outer casing 50. The first electromagnet 60 and the second electromagnet 70 are arranged opposite to each other. When the first electromagnet 60 and the second electromagnet 70 are energized, a repulsive force is generated between the first electromagnet 60 and the second electromagnet 70 and the permanent magnet 20 assembly, so that one end of the suspension assembly with the permanent magnet 20 is suspended between the first electromagnet 60 and the second electromagnet 70.

[0036] Combination Figure 1As shown, in this embodiment, the electromagnet assembly includes a first electromagnet 60 and a second electromagnet 70. The first electromagnet 60 is connected to the top of the housing 50, and the second electromagnet 70 is connected to the bottom of the housing 50. An installation space for the electromagnet assembly is reserved in the housing 50. The electromagnet assembly is assembled with the housing 50 by interference fit or riveting. The first electromagnet 60 and the second electromagnet 70 are arranged opposite each other to facilitate the generation of repulsive force with the permanent magnet 20 assembly. When the first electromagnet 60 and the second electromagnet 70 are energized, a repulsive force is generated between them and the permanent magnet 20 assembly, causing the end of the suspension assembly with the permanent magnet 20 to suspend between the first electromagnet 60 and the second electromagnet 70. This provides greater stiffness and damping to support the powertrain, better improving the vibration transmitted from the engine at idle speed, thereby effectively attenuating vehicle vibration.

[0037] The suspension assembly includes: a rubber main spring 40, which is movably disposed in the receiving cavity 51 and has a mounting cavity 41; and a cantilever assembly, the first end of which is connected to the rubber main spring 40 and extends into the mounting cavity 41, and the first end of which is provided with a permanent magnet 20. When the electromagnet assembly is energized, the rubber main spring 40 is suspended in the receiving cavity 51.

[0038] Combination Figure 1 As shown, in this embodiment, the suspension assembly includes a rubber main spring 40 and a cantilever assembly. The rubber main spring 40 is movably disposed within the receiving cavity 51, and the rubber main spring 40 is assembled with the outer shell 50 by an interference fit. The rubber main spring 40 is provided with a mounting cavity 41 for mounting the cantilever assembly. The first end of the cantilever assembly is connected to the rubber main spring 40 and extends into the mounting cavity 41. A permanent magnet 20 is disposed at the first end of the cantilever assembly. The upper side of the permanent magnet 20 assembly is S-type and the lower side is N-type. When the first electromagnet 60 and the second electromagnet 70 are energized, S-type and N-type are generated respectively. A repulsive force is generated between the first electromagnet 60 and the second electromagnet 70 and the permanent magnet 20 assembly, so that the end of the suspension assembly with the permanent magnet 20 is suspended between the first electromagnet 60 and the second electromagnet 70, thereby providing greater stiffness and damping to support the powertrain. After power failure, it restores the characteristics of a conventional rubber suspension, with low-frequency dynamic stiffness, making it suitable for idling conditions. Combined with... Figure 2As shown in the stiffness curve, the rubber main spring 40 has low dynamic stiffness at low frequencies but low damping, making it suitable only for low-frequency idling conditions. During starting and low-to-medium frequency driving, the rubber main spring suspension stiffness is insufficient. In this case, the first electromagnet 60 and the second electromagnet 70 are energized, generating a repulsive force between them and the permanent magnet 20 assembly. This causes the end of the suspension assembly with the permanent magnet 20 to suspend between the first electromagnet 60 and the second electromagnet 70, i.e., the rubber main spring 40 suspends within the receiving cavity 51. This improves the stiffness and damping of the electromagnetic semi-active suspension, better supporting the powertrain and effectively reducing engine vibration at idle. This significantly compensates for the insufficient stiffness of the rubber suspension in these two conditions.

[0039] The cantilever assembly includes: a cantilever body 10, with a permanent magnet 20 disposed at the first end of the cantilever body 10; a protective sleeve 30, which is disposed circumferentially along the first end of the cantilever body 10, with the permanent magnet 20 located inside the protective sleeve 30, and the second end of the protective sleeve 30 connected to the powertrain.

[0040] Combination Figure 1 As shown, in this embodiment, the cantilever assembly includes a cantilever body 10, a permanent magnet 20 and a protective sleeve 30 disposed at the first end of the cantilever body 10, the protective sleeve 30 is disposed circumferentially along the first end of the cantilever body 10, and the permanent magnet 20 is located inside the protective sleeve 30, so that the protective sleeve 30 protects the permanent magnet 20 and the cantilever body 10. The second end of the protective sleeve 30 is connected to the powertrain, which facilitates the realization of the electromagnetic semi-active suspension to reduce the impact of powertrain vibration on the whole vehicle and limit the amount of powertrain vibration.

[0041] The protective sleeve 30 is made of nylon. Nylon sleeves have the advantages of being lightweight and having low noise. Using a nylon protective sleeve 30 can effectively extend the life of the electromagnetic semi-active suspension.

[0042] The outer surface of the rubber main spring 40 facing the second electromagnet 70 is provided with reinforcing ribs, and the ends of the reinforcing ribs are provided with limiting platforms. This arrangement facilitates better support for the electromagnetic semi-active suspension, limits the installation of the rubber main spring 40 and the outer shell 50, and improves the stability of the electromagnetic semi-active suspension.

[0043] According to another embodiment of the present invention, a vehicle is provided, including the above-described electromagnetic semi-active suspension.

[0044] Specifically, the electromagnetic semi-active suspension includes: a housing 50 having a receiving cavity 51; a suspension assembly movably disposed within the receiving cavity 51, one end of which is provided with a permanent magnet 20, and the other end of which is connected to a powertrain; and an electromagnet assembly connected to the housing 50. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet 20 assembly, causing the end of the suspension assembly with the permanent magnet 20 to levitate within the receiving cavity 51.

[0045] Combination Figure 1 As shown, in this embodiment, the electromagnetic semi-active suspension includes: a housing 50, a suspension assembly, and an electromagnet assembly. The housing 50 has a receiving cavity 51, and the suspension assembly is movably disposed within the receiving cavity 51. One end of the suspension assembly is provided with a permanent magnet 20, and the other end of the suspension assembly is connected to the powertrain. The electromagnet assembly is connected to the housing 50. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet 20 assembly, causing the end of the suspension assembly with the permanent magnet 20 to levitate within the receiving cavity 51. This provides greater stiffness and damping to support the powertrain, achieving the technical effect of improved suspension stiffness during startup and low-to-medium frequency driving conditions. This solves the problem of poor NVH performance in vehicles in the prior art and improves the practicality of the electromagnetic semi-active suspension.

[0046] According to another embodiment of the present invention, a control method for an electromagnetic semi-active suspension of a vehicle is provided. The control method includes the following steps: acquiring vehicle condition information of a target vehicle, wherein the vehicle condition information includes at least one of the following: engine speed information, gear information, and vehicle speed information; and, when it is determined that the vehicle condition information meets preset conditions, controlling the energizing state of the electromagnet assembly to cause the suspension assembly to perform a target action.

[0047] Combination Figure 2 and Figure 3 As shown in this embodiment, the electromagnetic semi-active mount basically supports the powertrain by mutual repulsive magnetic stress in all operating conditions except idling, and isolates the vibration caused by the powertrain. Therefore, it greatly improves the fatigue durability of the mount.

[0048] Furthermore, when the vehicle condition information meets preset conditions, the conductivity state of the electromagnet assembly is controlled to enable the suspension assembly to perform the target action. This includes: determining that the target vehicle speed is 0 km / h and the engine speed is greater than or equal to 1250 r / min; or determining that the vehicle speed is not equal to 0 km / h and the engine speed is ≥1300 r / min; or determining that the vehicle speed is greater than 10 km / h, and then controlling the electromagnet assembly to be energized. At this time, the first electromagnet 60 and the second electromagnet 70 in the electromagnetic semi-active suspension are energized, and a repulsive force is generated between the first electromagnet 60 and the second electromagnet 70 and the permanent magnet 20 assembly, so that the end of the suspension assembly with the permanent magnet 20 is suspended between the first electromagnet 60 and the second electromagnet 70, that is, the rubber main spring 40 is suspended in the receiving cavity 51, thereby improving the stiffness and damping of the electromagnetic semi-active suspension, better supporting the powertrain, and effectively reducing the vibration transmitted from the engine at idle speed. This can greatly compensate for the insufficient stiffness of the rubber suspension under these two operating conditions.

[0049] Furthermore, when the vehicle condition information meets the preset conditions, the conductivity state of the electromagnet assembly is controlled to enable the suspension assembly to perform the target action, including: determining that the target vehicle speed is 0 km / h and the engine speed is less than 1200 r / min, or determining that the vehicle speed is less than or equal to 7 km / h and the engine speed is less than or equal to 1250 r / min, and controlling the electromagnet assembly to be in a de-energized state; or determining that the DMSCU controller detects that the engine stop signal has become invalid, or detects that the power signal has become invalid for more than 2 seconds, or the DMSCU controller receives the engine stop signal and the effective time is greater than or equal to 2 seconds, and controlling the electromagnet assembly to be in a de-energized state. This setting can ensure that after power is cut off, the electromagnetic semi-active suspension restores the characteristics of a conventional rubber suspension, with low-frequency dynamic stiffness and suitable for idling conditions.

[0050] In the above embodiment, the electromagnetic semi-active suspension requires a Driving Mode Controller (DMSCU). This controller reads relevant information from the vehicle's CAN bus, mainly including engine speed signals, vehicle speed signals, and gear signals. This helps in subsequent judgments and provides the most suitable control for the vehicle's electromagnetic semi-active suspension under the current state.

[0051] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0052] The electromagnetic semi-active suspension includes a housing 50, a suspension assembly, and an electromagnet assembly. The housing 50 has a receiving cavity 51, within which the suspension assembly is movably disposed. One end of the suspension assembly is provided with a permanent magnet 20, and the other end is connected to the powertrain. The electromagnet assembly is connected to the housing 50. When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet 20, causing the end of the suspension assembly with the permanent magnet 20 to levitate within the receiving cavity 51. This provides greater stiffness and damping to support the powertrain, achieving the technical effect of improved suspension stiffness during startup and low-to-medium frequency driving conditions. This solves the problem of poor NVH performance in existing vehicles and improves the practicality of the electromagnetic semi-active suspension.

[0053] When the first electromagnet 60 and the second electromagnet 70 are energized, S-level and N-level forces are generated respectively. These forces create a repulsive force between the first electromagnet 60 and the second electromagnet 70 and the permanent magnet 20 assembly, causing the end of the suspension assembly with the permanent magnet 20 to suspend between the first electromagnet 60 and the second electromagnet 70. This provides greater stiffness and damping to support the powertrain. After power is de-energized, the characteristics of a conventional rubber suspension are restored; the low-frequency dynamic stiffness is relatively low, making it suitable for idling conditions. Combined with… Figure 2 As shown in the stiffness curve, the rubber main spring 40 has low dynamic stiffness at low frequencies but low damping, making it suitable only for low-frequency idling conditions. During starting and low-to-medium frequency driving, the rubber main spring suspension stiffness is insufficient. In this case, the first electromagnet 60 and the second electromagnet 70 are energized, generating a repulsive force between them and the permanent magnet 20 assembly. This causes the end of the suspension assembly with the permanent magnet 20 to suspend between the first electromagnet 60 and the second electromagnet 70, i.e., the rubber main spring 40 suspends within the receiving cavity 51. This improves the stiffness and damping of the electromagnetic semi-active suspension, better supporting the powertrain and effectively reducing engine vibration at idle. This significantly compensates for the insufficient stiffness of the rubber suspension in these two conditions.

[0054] This electromagnetic semi-active suspension basically supports the powertrain under all operating conditions except idling, relying on repulsive magnetic stress to isolate the vibrations caused by the powertrain. Therefore, it greatly improves the fatigue durability of the suspension.

[0055] For ease of description, spatial relative terms such as "above," "over," "on the upper surface," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0056] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0057] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0058] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An electromagnetic semi-active suspension, characterized in that, include: The outer casing (50) has a receiving cavity (51); A suspension assembly is movably disposed within the receiving cavity (51), one end of which is provided with a permanent magnet (20), and the other end of which is connected to the powertrain; An electromagnet assembly is connected to the outer shell (50). When the electromagnet assembly is energized, a repulsive force is generated between the electromagnet assembly and the permanent magnet (20) assembly, so that one end of the suspension assembly with the permanent magnet (20) is suspended in the receiving cavity (51). The suspension assembly includes: A rubber main spring (40) is movably disposed within the receiving cavity (51), and the rubber main spring (40) is provided with a mounting cavity (41). The cantilever assembly has a first end connected to the rubber main spring (40), the first end of the cantilever assembly extends into the mounting cavity (41), and the first end of the cantilever assembly is provided with the permanent magnet (20). When the electromagnet assembly is energized, the rubber main spring (40) is suspended in the receiving cavity (51). Specifically, the energization state of the electromagnet assembly is controlled to enable the suspension assembly to perform the target action.

2. The electromagnetic semi-active suspension according to claim 1, characterized in that, The electromagnet assembly includes a first electromagnet (60) and a second electromagnet (70). The first electromagnet (60) is connected to the top of the outer casing (50), and the second electromagnet (70) is connected to the bottom of the outer casing (50). The first electromagnet (60) and the second electromagnet (70) are arranged opposite to each other. When the first electromagnet (60) and the second electromagnet (70) are energized, a repulsive force is generated between the first electromagnet (60) and the second electromagnet (70) and the permanent magnet (20) assembly, so that one end of the suspension assembly with the permanent magnet (20) is suspended between the first electromagnet (60) and the second electromagnet (70).

3. The electromagnetic semi-active suspension according to claim 2, characterized in that, The cantilever assembly includes: The cantilever body (10) has the permanent magnet (20) provided at its first end. A protective sleeve (30) is provided circumferentially along the first end of the cantilever body (10), and the permanent magnet (20) is located inside the protective sleeve (30). The second end of the protective sleeve (30) is connected to the power assembly.

4. The electromagnetic semi-active suspension according to claim 3, characterized in that, The protective sleeve (30) is a nylon sleeve.

5. The electromagnetic semi-active suspension according to claim 2, characterized in that, The outer surface of the rubber main spring (40) facing the second electromagnet (70) is provided with reinforcing ribs, and the ends of the reinforcing ribs are provided with limiting platforms.

6. A vehicle comprising an electromagnetic semi-active suspension, characterized in that, The electromagnetic semi-active suspension is the electromagnetic semi-active suspension as described in any one of claims 1 to 5.

7. A control method for an electromagnetic semi-active suspension system of a vehicle, characterized in that, The control method is used to control the vehicle as described in claim 6, and the control method includes the following steps: Obtain vehicle condition information of the target vehicle, wherein the vehicle condition information includes at least one of the following: engine speed information, gear information, and vehicle speed information; When the vehicle condition information is determined to meet the preset conditions, the energization state of the electromagnet assembly is controlled to enable the suspension assembly to perform the target action.

8. The control method according to claim 7, characterized in that, When the vehicle condition information is determined to meet preset conditions, the conductivity state of the electromagnet assembly is controlled to cause the suspension assembly to perform a target action, including: If the target vehicle's speed is determined to be 0 km / h and the engine speed is greater than or equal to 1250 r / min, or if the vehicle speed is not equal to 0 km / h and the engine speed is ≥1300 r / min, or if the vehicle speed is greater than 10 km / h, the electromagnet assembly is controlled to be energized.

9. The control method according to claim 7, characterized in that, When the vehicle condition information is determined to meet preset conditions, the conductivity state of the electromagnet assembly is controlled to cause the suspension assembly to perform a target action, including: If the target vehicle's speed is determined to be 0 km / h and the engine speed to be less than 1200 r / min, or if the vehicle speed is determined to be less than or equal to 7 km / h and the engine speed to be less than or equal to 1250 r / min, the electromagnet assembly is controlled to be de-energized. If the DMSCU controller detects that the engine stop signal has become invalid, or detects that the power signal has become invalid for more than 2 seconds, or the DMSCU controller receives an engine stop signal and the effective time is greater than or equal to 2 seconds, the electromagnet assembly is controlled to be in a de-energized state.

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