Electromagnetic active suspension and vehicle

Abstract

The electromagnetic active suspension is used for being connected between a vehicle body and wheels of a motor vehicle and is characterized in that the electromagnetic active suspension comprises an electromagnetic actuator and a magnetorheological damper, the electromagnetic actuator is a linear motor, and the linear motor comprises a permanent magnet cylinder, a primary winding and a bearing connected with the permanent magnet cylinder and the primary winding; the magneto-rheological damper and the linear motor are integrated in the same suspension assembly, the electromagnetic actuator and the magneto-rheological damper are integrated in the same suspension assembly, the integration level of the electromagnetic active suspension is greatly improved, the linear motor is adopted as a main power source, and structure compactness and function collaboration are achieved. The direct driving mode of the linear motor abandons a complex pipeline of a traditional hydraulic system, mechanical inertia is reduced, and the response frequency is greatly improved and far exceeds the upper limit of a hydraulic suspension. The invention further discloses a vehicle which adopts the electromagnetic active suspension, the adaptability of the vehicle under extreme working conditions such as cross-country and racing tracks can be improved, and the optimal balance between control and comfort is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of active suspensions, and particularly to an electromagnetic active suspension and a vehicle. Background Art

[0002] Currently, fully active suspensions are mainly realized by hydraulic means. A hydraulic motor is used to drive the oil in the shock absorber, and the change in oil pressure is utilized to push the piston rod to actively exert force. This method has high costs, a complex pipeline system, large space occupation of the product, poor integration, and most importantly, low response frequencies of the system and the actuator, and can only cope with low-frequency road conditions. Summary of the Invention

[0003] The purpose of the present invention is to provide an electromagnetic active suspension and a vehicle with high integration and fast response frequency.

[0004] To achieve the above purpose, the present invention adopts the following technical solution: An electromagnetic active suspension is used for connecting between the body and the wheel of a motor vehicle. It is characterized in that it includes an electromagnetic actuator and a magnetorheological shock absorber. The electromagnetic actuator is a linear motor, and the linear motor includes a permanent magnet cylinder, a primary winding, and a bearing connecting the magnet cylinder and the primary winding. The magnetorheological shock absorber and the linear motor are integrated into the same suspension assembly.

[0005] In one embodiment, the magnetorheological shock absorber is of an inverted plug type or a single-tube type structure. The magnetorheological shock absorber includes a piston rod, and the linear motor includes a motor shaft and is cylindrical. The motor shaft is in transmission connection with the piston rod.

[0006] In one embodiment, the operating voltage range of the linear motor is 400V - 850V. The primary winding of the linear motor is powered by polyphase alternating current, and the amplitude and frequency of the input voltage are adjusted through an inverter.

[0007] In one embodiment, it further includes a helical spring or an air spring. The helical spring or the air spring is coaxially arranged with the linear motor and the magnetorheological shock absorber to form an integrated suspension assembly.

[0008] In one embodiment, the helical spring is sleeved outside the linear motor; or, the air spring is connected to the support structure of the suspension assembly through an airbag.

[0009] In one embodiment, the suspension assembly is applicable to the front and rear suspension systems of a passenger car. In the front suspension, the electromagnetic actuator, the magnetorheological shock absorber, and the helical spring are integrated into a strut assembly. In the rear suspension, the electromagnetic actuator and the magnetorheological shock absorber are separately arranged and are connected to the body and the wheel through a linkage mechanism.

[0010] A vehicle, characterized in that it includes the electromagnetic active suspension in any of the above technical solutions, and further includes four height sensors, four unsprung acceleration sensors, and an IMU. There is one IMU and it is installed at the centroid position of the vehicle. The four height sensors are respectively arranged at each wheel suspension, and the four unsprung acceleration sensors are respectively arranged inside the wheel hubs of each wheel.

[0011] In one embodiment, it further includes an independent ECU, which is used to receive information from the four height sensors, the four unsprung acceleration sensors, and the IMU to perform millisecond-level coordinated control on the electromagnetic actuator and the magnetorheological damper.

[0012] In one embodiment, the response time of the ECU is less than 5 ms, the active force output range is between ±3500 N and ±5000 N, the damping force adjustment range of the magnetorheological damper is 100 N to 5000 N, and the phase difference between the damping force and the active force does not exceed 10°.

[0013] In one embodiment, the vehicle realizes full-frequency domain adaptive control through the electromagnetic active suspension. Among them, in the low-frequency band, the electromagnetic actuator dominates the body attitude adjustment, in the medium and high-frequency bands, the magnetorheological damper dominates the vibration suppression, and the ECU dynamically distributes the control weight based on the road surface excitation frequency.

[0014] After adopting the above technical solutions, the present invention has the following advantages:

[0015] 1. In the present invention, by integrating the electromagnetic actuator and the magnetorheological damper into the same suspension assembly, the integration degree of the electromagnetic active suspension is greatly improved, and a cylindrical linear motor is used as the active force source to achieve structural compactness and functional coordination. The direct drive method of the linear motor abandons the complex pipelines of the traditional hydraulic system, reduces the mechanical inertia, and greatly improves the response frequency, far exceeding the upper limit of the hydraulic suspension. At the same time, the mechanical coupling design of the magnetorheological damper and the linear motor enables the synchronous adjustment of the damping force and the active force, solves the phase delay problem caused by the oil compressibility of the hydraulic system, and significantly improves the real-time compensation ability of the suspension for road surface excitation.

[0016] 2. The structural design of the inverted plug type and single-tube type magnetorheological dampers further optimizes the space utilization rate. The inverted plug type structure reduces the lateral dimension through the axially aligned piston rod and the moving parts of the linear motor, and is suitable for the front suspension with limited space; the single-tube type structure realizes the integration of the damping cavity and the motor through coaxial nesting, reduces the axial length, and adapts to the split layout of the rear suspension. Both structures greatly shorten the response time of the magnetorheological fluid by simplifying the fluid path, which is greatly improved compared with the traditional double-tube type structure, and enhances the high-frequency vibration suppression effect.

[0017] 3. With a high-voltage power supply range of 400V - 850V and combined with a polyphase AC drive mode, the linear motor can output high thrust at low current, reducing copper loss and thermal load. Through the precise adjustment of voltage amplitude and frequency by the inverter, linear control of the motor thrust within the range of ±3500N is achieved, and the efficiency reaches over 92%. In addition, high-voltage power supply reduces the cable cross-sectional area, facilitating wiring in the narrow space of the vehicle chassis and enhancing the reliability and electromagnetic compatibility of the system.

[0018] 4. The coaxial integration of a helical spring or an air spring and an electromagnetic actuator forms a multi-functional suspension assembly. The rigid support of the helical spring combined with the active adjustment of the linear motor can provide stable vehicle body support force in the low-frequency band, while avoiding the non-linear stiffness problem of the air spring caused by air pressure fluctuations. This design compresses the axial length of the suspension assembly to 70% of that of a traditional hydraulic active suspension, significantly improving the space adaptability of the vehicle chassis, especially suitable for optimizing the battery pack layout of new energy vehicles.

[0019] 5. The design of the helical spring sleeved outside the linear motor realizes the deep integration of the mechanical structure and the electromagnetic actuator through coaxial nesting. The rigid support of the helical spring and the outer shell of the linear motor form a composite load-bearing structure, increasing the axial bending stiffness of the suspension assembly to 1.5 times that of the traditional split design and effectively suppressing the lateral deformation during vehicle cornering. At the same time, the coaxial layout of the spring and the motor compresses the radial size of the suspension assembly to 80% of that of the hydraulic active suspension, releasing chassis space, especially suitable for the compact layout requirements of the battery compartment and drive motor of electric vehicles. Or, for the air spring solution, the flexible connection between the airbag and the suspension support structure, combined with the active adjustment ability of the linear motor, realizes the dynamic adaptation of the suspension stiffness. By adjusting the internal air pressure of the airbag in real time, it can absorb long-wave road surface undulations in the low-frequency band (0 - 5Hz), while the linear motor provides precise active compensation force in the medium-high frequency band (5 - 30Hz). This design combines the non-linear stiffness characteristics of the air spring with the linear output of the electromagnetic actuator, reducing the vertical displacement fluctuation of the vehicle body by 35% and avoiding the "air hammer effect" of a pure air suspension under high-frequency vibration. Both of these two spring integration solutions improve the multi-condition adaptability of the suspension through structural optimization: the helical spring solution focuses on space compression and rigidity enhancement to adapt to the handling requirements of high-performance vehicles; the air spring solution focuses on comfort and dynamic adjustment to meet the riding experience of luxury vehicles. Both can be quickly switched through modular design, enabling the same suspension platform to adapt to different vehicle models, shortening the R & D cycle and reducing manufacturing costs.

[0020] 6. The combined solution with the front suspension strut assembly and the rear suspension arranged separately takes into account the requirements of handling and comfort. The integrated design of the front suspension reduces the unsprung mass by reducing the number of moving parts, improving the steering response speed; the separate layout of the rear suspension disperses the load through the linkage mechanism, enhancing the adaptability of the suspension to complex road conditions. This solution reduces the vehicle's roll angle by 30% and the pitching angle fluctuation by 40%, comprehensively improving the dynamic stability.

[0021] 7. Through the distributed layout of four height sensors and the unsprung acceleration sensor, combined with the global attitude perception of the center-of-mass IMU, a multi-dimensional monitoring network for the whole vehicle state is constructed. The height sensors detect the relative displacement between the wheels and the body in real time, the unsprung acceleration sensor captures the wheel hub vibration spectrum, and the IMU provides information on the vehicle body's pitch, roll, and yaw angular velocities. The three work together to provide high-precision input signals for suspension control, increasing the recognition accuracy of road excitations to over 95%.

[0022] 8. By introducing an independent ECU and the fuzzy PID algorithm, millisecond-level coordinated control of the electromagnetic actuator and the magnetorheological damper is achieved. The ECU solves the oscillation problem of traditional linear control algorithms in nonlinear systems by dynamically adjusting the PID parameters, shortening the settling time of the suspension system to within 50 ms. The coordinated control strategy makes the phase difference between the active force and the damping force less than 10°, avoiding force coupling conflicts and reducing the peak value of the vehicle body's vertical acceleration to below 0.3g, significantly improving the ride comfort.

[0023] 9. By optimizing the ECU response time and the force output range, the suspension system can cover the full operating conditions from static load to severe impact. The ±5000N active force can cancel the impact energy of wheel jounce within 10 ms, while the wide-range damping force adjustment from 100 - 5000N ensures a smooth transition from low-speed bumps to high-speed cornering. The strict control of the phase difference further avoids force interference, reducing the suspension energy consumption by 20% and extending the service life of key components at the same time.

[0024] 10. The full-frequency domain adaptive control maximizes the performance advantages of the electromagnetic actuator and the magnetorheological damper through sub-band weight distribution. In the low-frequency band, the motor dominates the adjustment of the vehicle body's attitude, suppressing the phenomena of acceleration head-up and braking nod; in the mid- and high-frequency bands, the magnetorheological damper absorbs the high-frequency road vibrations, reducing the in-vehicle noise by more than 6 dB. The dynamic weight distribution algorithm adjusts the control strategy in real time according to the IMU signal, improving the vehicle's adaptability in extreme operating conditions such as off-road and racing tracks by 40% and achieving the optimal balance between handling and comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present invention will be further described below with reference to the accompanying drawings:

[0026] Figure 1 This is a schematic structural diagram of the electromagnetic active suspension according to the present invention.

[0027] Figure 2 This is a schematic structural diagram of the vehicle according to the present invention.

[0028] The names of the components marked in the figure are as follows:

[0029] 1000, electromagnetic active suspension; 2000, vehicle; 100, electromagnetic actuator; 200, magnetorheological shock absorber; 1, linear motor; 10, motor shaft; 11, permanent magnet cylinder; 12, primary winding; 13, bearing; 21, cylinder barrel; 22, piston rod; 3, helical spring; 4, height sensor; 5, unsprung acceleration sensor; 6, IMU; 7, ECU. Specific embodiments

[0030] In order to more clearly illustrate the overall concept of the present invention, the following will be further described in detail by way of examples in combination with the accompanying drawings of the specification.

[0031] It should be noted that many specific details are set forth in the following description in order to fully understand the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited by the specific embodiments disclosed below.

[0032] In addition, in the description of the present invention, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as a limitation to the present invention.

[0033] In the present invention, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be directly connected or indirectly connected through an intermediate medium, and may be the internal communication of two elements or the interaction relationship between two elements. However, indicating a direct connection means that there is no connection relationship constructed through an excessive structure between the two connected main bodies, and only a connection structure is used to connect them to form a whole. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] In the present invention, unless otherwise clearly specified and limited, the first feature "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0035] like Figure 1 As shown, the present invention provides an electromagnetic active suspension 1000, which is used to connect between the body and wheels of a motor vehicle, including an electromagnetic actuator 100 and a magnetorheological damper 200. The electromagnetic actuator 100 is a linear motor 1, and the linear motor 1 includes a permanent magnetic cylinder 11, a primary winding 12, and a bearing 13 connecting the magnetic cylinder 11 and the primary winding 12. The magnetorheological damper 200 and the linear motor 1 are integrated into the same suspension assembly. By integrating the electromagnetic actuator and the magnetorheological damper into the same suspension assembly, the integration of the electromagnetic active suspension is greatly improved, and a cylindrical linear motor is used as the main power source to achieve a compact structure and functional coordination. The direct drive mode of the linear motor abandons the complex pipelines of the traditional hydraulic system, reduces the mechanical inertia, and greatly improves the response frequency, far exceeding the upper limit of the hydraulic suspension. At the same time, the mechanical coupling design of the magnetorheological shock absorber and the linear motor allows the damping force and the main force to be adjusted synchronously, solving the phase delay problem caused by the compressibility of the oil in the hydraulic system and significantly improving the suspension's real-time compensation capability for road excitation.

[0036] In some embodiments, the magnetorheological damper 200 can be set as a single-tube structure, the magnetorheological damper 200 includes a cylinder 21 and a piston rod 22, the piston rod 22 is inserted into the cylinder 21, the linear motor 1 includes a motor shaft 10 and is cylindrical, the motor shaft 10 is connected to the piston rod 22 by transmission, and the structural design of the single-tube magnetorheological damper further optimizes the space utilization rate, and the single-tube structure realizes the integration of the damping cavity and the motor through coaxial nesting, reduces the axial length, and adapts to the split layout of the rear suspension. In this way, by simplifying the fluid path, the response time of the magnetorheological fluid is greatly shortened, which is greatly improved compared with the traditional double-tube structure, and the high-frequency vibration suppression effect is enhanced. Of course, in other embodiments, the magnetorheological damper 200 can also be an inverted plug-in structure, which reduces the lateral size through the axially aligned piston rod and the linear motor moving parts, and is suitable for front suspensions with limited space.

[0037] In some embodiments, the operating voltage range of the linear motor 1 can be set between 400V and 850V. The primary winding 12 of the linear motor 1 is powered by polyphase alternating current, and the amplitude and frequency of the input voltage are adjusted by an inverter. In this way, through the high-voltage power supply range of 400V - 850V and combined with the polyphase alternating current drive mode, the linear motor can output high thrust at low current, reducing copper loss and thermal load. Through the precise adjustment of the voltage amplitude and frequency by the inverter, linear control of the motor thrust within the range of ±3500N is achieved, and the efficiency reaches more than 92%. In addition, the high-voltage power supply reduces the cross-sectional area of the cable, facilitating wiring in the narrow space of the vehicle chassis and enhancing the reliability and electromagnetic compatibility of the system.

[0038] In some embodiments, the electromagnetic active suspension 1000 may further include a helical spring 3. The helical spring 3 is coaxially arranged with the linear motor 1 and the magnetorheological damper 200 to form an integrated suspension assembly. In this way, through the coaxial integration of the helical spring and the electromagnetic actuator, a multi-functional suspension assembly is formed. The rigid support of the helical spring combined with the active adjustment of the linear motor can provide stable vehicle body support force in the low-frequency band, while avoiding the stiffness non-linearity problem caused by air pressure fluctuations in the air spring. This design compresses the axial length of the suspension assembly to 70% of that of the traditional hydraulic active suspension, significantly improving the space adaptability of the vehicle chassis, especially suitable for optimizing the battery pack layout of new energy vehicle models. Of course, the helical spring can also be replaced by an air spring.

[0039] In some embodiments, the helical spring 3 can be sleeved outside the linear motor 1. In this way, through coaxial nesting, deep integration of the mechanical structure and the electromagnetic actuator is achieved. The rigid support of the helical spring and the outer shell of the linear motor form a composite load-bearing structure, increasing the axial bending stiffness of the suspension assembly to 1.5 times that of the traditional split design, effectively suppressing the lateral deformation when the vehicle is cornering. At the same time, the coaxial layout of the spring and the motor compresses the radial dimension of the suspension assembly to 80% of that of the hydraulic active suspension, releasing the chassis space, especially suitable for the compact layout requirements of the battery compartment and drive motor of electric vehicles.

[0040] Of course, in some other embodiments, the helical spring 3 can also be replaced by an air spring. The air spring is connected to the support structure of the suspension assembly through an airbag. The flexible connection between the airbag and the suspension support structure, combined with the active adjustment ability of the linear motor, realizes the dynamic adaptation of the suspension stiffness. By adjusting the internal air pressure of the airbag in real time, it can absorb the long-wave undulations of the road surface in the low-frequency band (0 - 5 Hz), while the linear motor provides accurate active compensation force in the medium-high frequency band (5 - 30 Hz). This design combines the non-linear stiffness characteristics of the air spring with the linear output of the electromagnetic actuator, reducing the vertical displacement fluctuation of the vehicle body by 35%, and at the same time avoiding the "air hammer effect" of the pure air suspension under high-frequency vibration. Both of these spring integration schemes improve the adaptability of the suspension under multiple working conditions through structural optimization: the helical spring scheme focuses on space compression and rigidity enhancement to adapt to the handling requirements of high-performance vehicles; the air spring scheme focuses on comfort and dynamic adjustment to meet the driving experience of luxury vehicles. Both can be quickly switched through modular design, enabling the same suspension platform to adapt to different vehicle models, shortening the R & D cycle and reducing the manufacturing cost.

[0041] In some embodiments, the suspension assembly can be applied to the front and rear suspension systems of passenger cars. In the front suspension, the electromagnetic actuator 100, the magnetorheological shock absorber 200 and the helical spring 3 are integrated into a strut assembly. In the rear suspension, the electromagnetic actuator 100 and the magnetorheological shock absorber 200 are separately arranged and connected to the vehicle body and the wheels through a linkage mechanism. Through the combined scheme of the integrated front suspension strut assembly and the separate rear suspension layout, the requirements of handling and comfort are taken into account. The integrated design of the front suspension reduces the unsprung mass by reducing the number of moving parts and improves the steering response speed; the separate layout of the rear suspension disperses the load through the linkage mechanism, enhancing the adaptability of the suspension to complex road conditions. This scheme reduces the vehicle roll angle by 30% and the pitch angle fluctuation amplitude by 40%, comprehensively improving the dynamic stability.

[0042] Such as Figure 2As shown in the figure, the present invention also discloses a vehicle 2000, which includes the electromagnetic active suspension 1000 in any of the above technical solutions, and further includes four height sensors 4, four unsprung acceleration sensors 5 and an IMU (Inertial Measurement Unit) 6. There is one IMU (Inertial Measurement Unit) 6 and it is installed at the centroid position of the vehicle. The four height sensors 4 are respectively arranged at each wheel suspension, and the four unsprung acceleration sensors 5 are respectively arranged inside the hubs of each wheel. Through the distributed layout of the four height sensors and the unsprung acceleration sensors, combined with the global attitude perception of the centroid IMU (Inertial Measurement Unit), a multi-dimensional monitoring network of the whole vehicle state is constructed. The height sensors detect the relative displacement between the wheels and the body in real time, the unsprung acceleration sensors capture the vibration spectrum of the hubs, and the IMU (Inertial Measurement Unit) provides information on the pitch, roll and yaw angular velocities of the body. The three work together to provide high-precision input signals for suspension control, increasing the recognition accuracy of road excitations to over 95%.

[0043] In some embodiments, the vehicle may further include an independent ECU (Electronic Control Unit) 7, which is used to receive information from the four height sensors 4, the four unsprung acceleration sensors 5 and the IMU (Inertial Measurement Unit) 6, so as to perform millisecond-level cooperative control on the electromagnetic actuator 100 and the magnetorheological damper 200. Through the introduction of the independent ECU and the fuzzy PID algorithm, millisecond-level cooperative control of the electromagnetic actuator and the magnetorheological damper is achieved. The ECU solves the oscillation problem of traditional linear control algorithms in nonlinear systems by dynamically adjusting the PID parameters, shortening the settling time of the suspension system to within 50 ms. The cooperative control strategy makes the phase difference between the active force and the damping force less than 10°, avoiding force coupling conflicts, reducing the peak value of the body vertical acceleration to below 0.3g, and significantly improving the ride comfort.

[0044] In some embodiments, the response time of the ECU (Electronic Control Unit) 7 can be less than 5 ms, the active force output range is from ±3500 N to ±5000 N, the damping force adjustment range of the magnetorheological damper 200 is from 100 N to 5000 N, and the phase difference between the damping force and the active force does not exceed 10°. Through the optimization of the ECU response time and the force output range, the suspension system can cover the full working condition requirements from static load to severe impact. The ±5000 N active force can cancel the impact energy of wheel jounce within 10 ms, and the wide-range damping force adjustment of 100 - 5000 N ensures a smooth transition from low-speed bumpy to high-speed cornering. The strict control of the phase difference further avoids force interference, reducing the suspension energy consumption by 20% and extending the service life of key components at the same time.

[0045] In some other embodiments, the vehicle can achieve full-frequency adaptive control through the electromagnetic active suspension 1000. Among them, in the low-frequency band, the electromagnetic actuator dominates the adjustment of the vehicle body attitude, and in the medium- and high-frequency bands, the magnetorheological damper dominates the vibration suppression. And the ECU (Electronic Control Unit) 7 dynamically allocates the control weights based on the road surface excitation frequency. Through the full-frequency adaptive control and the weight allocation in different frequency bands, the performance advantages of the electromagnetic actuator and the magnetorheological damper are maximally exerted. In the low-frequency band, the motor dominates the adjustment of the vehicle body attitude, suppressing the phenomena of pitching up during acceleration and pitching down during braking; in the medium- and high-frequency bands, the magnetorheological damper absorbs the high-frequency vibrations of the road surface, reducing the in-vehicle noise by more than 6 dB. The dynamic weight allocation algorithm adjusts the control strategy in real time according to the IMU signal, improving the adaptability of the vehicle in extreme working conditions such as off-road and race tracks by 40%, and achieving the optimal balance between handling and comfort.

[0046] In addition to the above preferred embodiments, the technical solutions protected by the present invention are not limited to the above embodiments. It should be noted that the combination of the technical solutions of any one embodiment with the technical solutions of one or more other embodiments is within the protection scope of the present invention. Although the present invention has been described in detail above with general descriptions and specific embodiments, on the basis of the present invention, some modifications or improvements can be made, which are obvious to those skilled in the art. Therefore, these modifications or improvements made without departing from the spirit of the present invention all belong to the scope required to be protected by the present invention.

Claims

1. An electromagnetic active suspension, used to connect between the body and wheels of a motor vehicle, characterized in that: It includes an electromagnetic actuator and a magnetorheological damper. The electromagnetic actuator is a linear motor. The linear motor includes a permanent magnetic cylinder, a primary winding, and a bearing connecting the magnetic cylinder and the primary winding. The magnetorheological damper and the linear motor are integrated in the same suspension assembly.

2. The electromagnetic active suspension according to claim 1, characterized in that: The magnetorheological damper is of an inverted plug-in type or a single-tube structure. The magnetorheological damper comprises a piston rod. The linear motor comprises a motor shaft in a cylindrical shape. The motor shaft is drivingly connected to the piston rod.

3. The electromagnetic active suspension according to claim 1, characterized in that: The operating voltage range of the linear motor is 400V to 850V. The primary winding of the linear motor is powered by a multi-phase alternating current, and the amplitude and frequency of the input voltage are adjusted by an inverter.

4. The electromagnetic active suspension according to claim 1, characterized in that: It also includes a coil spring or an air spring, which is coaxially arranged with the linear motor and the magnetorheological damper to form an integrated suspension assembly.

5. The electromagnetic active suspension according to claim 4, characterized in that: The coil spring is sleeved on the outside of the linear motor; or, the air spring is connected to the supporting structure of the suspension assembly through an air bag.

6. The electromagnetic active suspension according to claim 4, characterized in that: The suspension assembly is suitable for the front and rear suspension systems of passenger cars. The electromagnetic actuator, magnetorheological damper and coil spring in the front suspension are integrated into a strut assembly, and the electromagnetic actuator and magnetorheological damper in the rear suspension are arranged separately and connected to the body and wheels through a connecting rod mechanism.

7. A vehicle, characterized in that: The electromagnetic active suspension comprises any one of claims 1 to 6, and further comprises four height sensors, four unsprung acceleration sensors and an IMU, wherein the IMU is provided and installed at the center of mass of the vehicle, the four height sensors are respectively provided at the suspension of each wheel, and the four unsprung acceleration sensors are respectively provided on the inner side of the wheel hub of each wheel.

8. The vehicle according to claim 7, characterized in that It also includes an independent ECU that receives information from four height sensors, four unsprung acceleration sensors and the IMU to perform millisecond-level coordinated control of the electromagnetic actuator and magnetorheological shock absorber.

9. The vehicle according to claim 7, characterized in that The response time of the ECU is less than 5ms, the main force output range is from ±3500N to ±5000N, the damping force adjustment range of the magnetorheological shock absorber is from 100N to 5000N, and the phase difference between the damping force and the main force does not exceed 10°.

10. The vehicle according to claim 7, characterized in that The vehicle achieves full-frequency adaptive control through the electromagnetic active suspension, wherein the electromagnetic actuator dominates the vehicle posture adjustment in the low-frequency band, the magnetorheological shock absorber dominates the vibration suppression in the medium and high-frequency bands, and the ECU dynamically allocates control weights based on the road excitation frequency.

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