Linear motor, actuator and vehicle

Abstract

The invention provides a linear motor, an actuator and a vehicle, and relates to the technical field of vehicle suspension systems.The linear motor comprises a stator assembly and a rotor assembly; the stator assembly is composed of a stator shell, a stator end base and a first magnetic field component packaged in the side wall of the shell, and an internal containing space is formed. And the rotor assembly encapsulates a plurality of second magnetic field components in a rotor shell, is inserted into the accommodating space, is in sliding connection with the stator shell, and realizes axial reciprocating motion under the electromagnetic action. According to the linear motor, iron core limiting and guide rail components in a traditional motor are omitted, integration of magnetic coupling and motion guiding is achieved through structural packaging of the stator and the rotor, the structure is greatly simplified, the size is reduced, the system integration degree is improved, and the linear motor is particularly suitable for space-limited scenes such as wheel suspensions.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle suspension systems, and in particular to a linear motor, an actuator, and a vehicle. Background Art

[0002] In modern transportation vehicles (such as automobiles, high-speed railways and industrial platforms), the suspension system is a key component to ensure safety, comfort and handling. Traditional suspensions generally use hydraulic or pneumatic dampers to absorb vibrations and shocks in a passive or semi-active manner to reduce body sway and tire bounce, thereby improving the ride experience and driving stability of the entire vehicle. However, this type of system is difficult to effectively cope with the higher requirements for suspension performance in complex road conditions or intelligent driving scenarios. To this end, active suspension systems based on linear motor drive have emerged, which have higher response efficiency and control potential. However, due to the large size and poor integration of existing linear motor structures, their application in actual vehicle platforms still faces certain challenges.

[0003] In view of this, how to design a suspension system based on linear motor drive with compact structure and strong integration has become an important research issue. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a linear motor, an actuator and a vehicle to solve or partially solve the above technical problems.

[0005] Based on the above objectives, the present application provides a linear motor, comprising:

[0006] The stator assembly includes a stator end seat, a stator housing, and a first magnetic field component. A plurality of the first magnetic field components are located within the side wall of the stator housing and arranged along the axial direction of the stator housing. The stator end seat is provided at an open end of the stator housing and encloses the stator housing to form a receiving space.

[0007] The mover assembly includes a mover housing and a second magnetic field component. Multiple second magnetic field components are located in the mover housing and arranged axially along the mover housing; at least part of the mover housing is located in the accommodating space and is slidingly connected to the stator housing so as to move axially relative to the stator housing under the electromagnetic action of the first magnetic field component and the second magnetic field component.

[0008] Optionally, the mover assembly further includes a piston ring sleeved on the periphery of the mover housing, an annular air gap exists between the mover housing and the stator housing, the piston ring is located in the annular air gap and is used to seal the annular air gap to form a closed air chamber between the stator end seat, the stator housing and the mover housing.

[0009] Optionally, the closed air chamber includes a first air chamber and a second air chamber; one end surface of the stator end seat close to the stator housing is recessed toward the inner side of the stator end seat along the axial direction of the mover housing to form a recessed seat wall; the recessed seat wall is provided with a diaphragm at one end close to the stator housing, and the diaphragm and the recessed seat wall are arranged to form the second air chamber; the diaphragm, stator housing, piston ring and mover housing are arranged to form the first air chamber; when the pressure in the first air chamber or the second air chamber reaches a preset threshold, the diaphragm opens to connect the first air chamber and the second air chamber.

[0010] Optionally, the diaphragm is provided with an explosion-proof valve structure, which includes a pressure relief channel passing through the diaphragm, a rupture membrane layer covering the pressure relief channel, and a preset rupture groove provided on the surface of the rupture membrane layer; when the air pressure exceeds a preset threshold value, the rupture membrane layer area surrounded by the preset rupture groove ruptures in the direction toward the air chamber where the air pressure is lower than the preset threshold value, so as to connect the first air chamber and the second air chamber.

[0011] Optionally, one end surface of the stator end seat close to the stator housing is recessed toward the inner side of the stator end seat along the axial direction of the mover housing to form a recessed seat wall, and the recessed seat wall, the stator housing, the piston ring and the mover housing are surrounded to form the closed air chamber, and a first elastic component is provided in the closed air chamber.

[0012] Optionally, the bottom wall of the recessed seat wall is a mounting plane, and one end of the first elastic member away from the mover housing is fixedly connected to the mounting plane.

[0013] Optionally, the recessed seat wall includes a bottom wall and an annular side wall arranged around the bottom wall, and a mounting plate is also provided in the space formed by the bottom wall and the annular side wall, and the mounting plate is parallel to the bottom wall; the annular side wall of the recessed seat wall is also provided with a mounting ring groove for mounting with the mounting plate; the end of the first elastic member away from the mover housing is fixedly connected to the mounting plate.

[0014] Optionally, the mounting plate and the mounting ring groove are rotationally connected, and the first elastic member rotates with the mounting plate.

[0015] Optionally, the stator end seat includes an end cover and a terminal block, one end of the terminal block is connected to the end cover, and the other end extends toward the mover housing to form a joint; the joint is located in the accommodating space and fixedly connected to the stator housing.

[0016] Optionally, a wiring winding is provided in the wiring seat, a wiring port connected to the wiring winding is provided on the wiring seat, and the wiring winding is connected to a plurality of the first magnetic field components / second magnetic field components.

[0017] Optionally, an air inlet channel is provided in the stator end seat, the air inlet of the air inlet channel is located on the outer wall of the end cover or the terminal seat, and the air outlet of the air inlet channel is opened on the recessed seat wall and / or the inner wall of the joint.

[0018] Optionally, an external air chamber is also provided, which is connected to the air inlet through an air pipe; a control valve is provided at the connection between the air pipe and the external air chamber, and when the pressure in the closed air chamber reaches a preset threshold, the control valve opens to connect the external air chamber and the closed air chamber.

[0019] Optionally, a buffer seat is provided on the outer periphery of one end of the mover housing away from the stator end seat to limit its axial travel relative to the stator housing.

[0020] Optionally, the stator housing includes an outer housing and an inner housing connected to each other, an annular chamber is formed between the outer housing and the inner housing, and the plurality of first magnetic field components are located in the annular chamber of the stator housing.

[0021] Optionally, a plurality of annular mounting grooves are arranged in the annular chamber along its axial direction, and a first magnetic field component is provided in each of the annular mounting grooves.

[0022] Optionally, at least one of the stator housing, the mover housing and the stator end seat is provided with a pressure sensor, and the stator end seat is provided with a data port electrically connected to the pressure sensor; and / or,

[0023] At least one of the stator housing and the mover housing is provided with a position sensor, and the stator end seat is provided with a data port electrically connected to the position sensor.

[0024] Based on the same inventive concept, the present application also provides an actuator, comprising:

[0025] A linear motor, wherein the linear motor is any one of the linear motors described above;

[0026] A second elastic member is sleeved on the periphery of the linear motor, one end of the second elastic member is connected to the stator housing, and the other end of the second elastic member is connected to the mover housing.

[0027] Based on the same inventive concept, the present application also provides a vehicle, comprising: a suspension system;

[0028] The suspension system includes the aforementioned actuator, wherein a first connection portion is provided on a side of the stator end seat away from the stator housing; and a second connection portion is provided on an end of the mover housing away from the stator end seat;

[0029] the main suspension structure, including the lower wishbone;

[0030] Wherein, one of the first connecting portion and the second connecting portion is connected to the vehicle body, and the other is connected to the lower fork arm.

[0031] From the above description, it can be seen that a linear motor provided in the present application includes a stator assembly and a mover assembly, wherein the stator assembly includes a stator housing, a stator end seat and a first magnetic field component, and multiple first magnetic field components are encapsulated in the side wall of the stator housing; the mover assembly includes a mover housing and a second magnetic field component, and multiple second magnetic field components are encapsulated in the mover housing; at least part of the mover housing is located in the accommodating space formed by the stator housing and the stator end seat, so that a sliding fit relationship is formed between the mover housing and the stator housing, so as to realize axial reciprocating movement of the mover assembly relative to the stator assembly under the electromagnetic action of the first magnetic field component and the second magnetic field component. The present application changes the installation method of the first magnetic field component in the traditional linear motor, and uses the space inside the side wall of the stator housing to integrate and package and limit the first magnetic field component. At the same time, it also changes the operation mode of the traditional linear motor rotor assembly relying on the guide rail component relative to the stator assembly. Instead, the second magnetic field component is integrated and packaged in the internal space of the rotor housing, and the stator housing and the rotor housing that respectively encapsulate the first magnetic field component and the second magnetic field component are set to a sliding connection mode, realizing an integrated design of motion guidance and magnetic coupling. Compared with the traditional linear motor, the magnetic field component is encapsulated inside and the guide rail component is omitted, making the structure more compact and simple, and significantly reducing the volume of the whole machine. It is particularly suitable for installation environments with limited space such as wheel suspension systems.

[0032] In addition, the internal packaging method of the stator housing and the mover housing of the present application can accommodate higher-density magnetic field components compared to the external installation method, and the electromagnetic coupling is tighter, which can effectively increase the electromagnetic force between the first magnetic field component and the second magnetic field component. That is, while the structure is compact, it can also increase the thrust of the linear motor to meet the vehicle suspension system's requirements for the thrust of the linear motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0034] Figure 1 This is a schematic diagram of the linear motor principle;

[0035] Figure 2 This is a schematic structural diagram of a linear motor according to an embodiment of the present application;

[0036] Figure 3A schematic cross-sectional view of a linear motor according to an embodiment of the present application;

[0037] Figure 3a This is an enlarged schematic diagram of a cross-sectional partial structure of a linear motor according to an embodiment of the present application;

[0038] Figure 3b This is a schematic diagram of a cross-sectional annular air gap structure of a linear motor according to an embodiment of the present application;

[0039] Figure 4 This is a schematic structural diagram of an actuator according to an embodiment of the present application;

[0040] Figure 5 A partial structural diagram of a suspension system according to an embodiment of the present application;

[0041] Figure 6 This is a schematic cross-sectional structural diagram of a first air chamber and a second air chamber provided inside a linear motor according to an embodiment of the present application;

[0042] Figure 7 This is a schematic diagram of a diaphragm structure of a linear motor according to an embodiment of the present application;

[0043] Figure 8 This is a schematic diagram of an exploded structure of a diaphragm of a linear motor according to an embodiment of the present application;

[0044] Figure 9 This is a schematic diagram of a linear motor connected to an external air chamber according to an embodiment of the present application;

[0045] Figure 10 This is a schematic cross-sectional structural diagram of a first elastic member provided inside a linear motor according to an embodiment of the present application;

[0046] Figure 11 This is a structural schematic diagram of a linear motor according to an embodiment of the present application, in which the first elastic member is located on the bottom wall;

[0047] Figure 12 This is a structural diagram of a linear motor according to an embodiment of the present application, in which a first elastic member is located on a mounting plate;

[0048] Figure 13 This is a schematic diagram of the cross-sectional structure of a linear motor according to an embodiment of the present application.

[0049] Description of reference numerals:

[0050] 1. Stator assembly; 11. Stator housing; 111. Outer housing; 112. Inner housing; 113. Annular mounting groove; 114. Guide; 12. Stator end seat; 121. End cover; 122. Terminal block; 122a. Joint; 123. Terminal port; 123a. Data port; 124. Recessed seat wall; 124a. Bottom wall; 124b. Annular side wall; 124c. Mounting plate; 124d. Mounting ring groove; 125. Air inlet; 126. Air outlet; 13. Armature coil; 2. Mover assembly; 21. Mover housing; 22. Permanent magnet; 3. Piston ring; 31. Annular air gap; 32. Sealed air chamber; 321. First air chamber; 322. Second air chamber; 33. First elastic member; 34. Spacer; 341. Explosion-proof valve structure; 341a. Pressure relief channel; 341b. Rupture membrane layer; 341c. Preset fracture groove; 35. External air chamber; 351. Control valve; 4. Buffer seat; 5. Second elastic member; 51. First bracket; 52. Second bracket; 6. First connecting part; 7. Second connecting part; 8. Lower fork arm; 9. Upper fork arm; 10. Steering knuckle; 100a. First magnetic field member; 100b. Second magnetic field member; 101. Guide rail component; 102. Iron core; 102a. Iron core slot; 103. Magnetic field. DETAILED DESCRIPTION

[0051] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0052] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0053] As described in the background technology, in modern vehicles (such as automobiles, high-speed railways, and industrial platforms), the suspension system is a flexible structure connecting the vehicle body to the ground. It is mainly responsible for absorbing road impact, suppressing vehicle body sway, and maintaining vehicle posture. It is a key system to ensure driving safety, comfort, and controllability. Most existing mainstream suspension systems use hydraulic or pneumatic dampers. These structures achieve passive absorption of impact by dissipating energy through the flow of internal liquid or compressed gas during vibration. Although they have good vibration reduction effects, since the adjustment of these dampers depends on the flow of physical media, the response speed is slow and real-time adjustment cannot be achieved. At the same time, most hydraulic or pneumatic dampers are fixed dampers. The damping force is preset and fixed, and does not automatically change with changes in external working conditions such as speed, acceleration, or load. When facing different road conditions or usage scenarios, the damping force cannot be dynamically adjusted according to real-time conditions. Therefore, the adjustment capacity is limited, making it difficult to match the suspension requirements under complex working conditions, and the control accuracy is low. In addition, there are many hydraulic / pneumatic components, which are complicated to install and have high maintenance costs.

[0054] In order to solve the above problems, active suspension systems based on linear motors have gradually attracted attention. A linear motor is an electromagnetic drive device that can directly output linear displacement. Compared with the solution of a traditional rotary motor combined with a screw mechanism, it has the advantages of high transmission efficiency and simple structure. A traditional linear motor includes a stator assembly 1 and a mover assembly 2. The stator assembly 1 includes a first magnetic field component 100a, and the mover assembly 2 includes a second magnetic field component 100b. The mover assembly 2 is located inside the stator assembly 1. It should be noted that one of the first magnetic field component 100a and the second magnetic field component 100b in the present application is an armature coil 13, and the other is a permanent magnet 22. In order to better illustrate the embodiments of the present application later, optionally, the first magnetic field component 100a is an armature coil 13, and the second magnetic field component 100b is a permanent magnet 22.

[0055] Specifically, see Figure 1The conventional linear motor includes a stator assembly 1 and a mover assembly 2. The stator assembly 1 includes an armature coil 13, and the mover assembly 2 includes a permanent magnet 22. The mover assembly 2 is located inside the stator assembly 1. The stator assembly 1 also includes an iron core 102. The iron core 102 is provided with a plurality of iron core slots 102a in its axial direction. An armature coil 13 is provided in each iron core slot 102a. The plurality of armature coils 13 are connected according to a certain rule to form an armature winding, which is the circuit part of the DC motor. The mover assembly 2 also includes a guide rail component 101 (such as a guide rod). The guide rail component 101 passes through the head and tail of the stator assembly 1 and is slidably connected to the stator assembly 1. A plurality of annular permanent magnets 22 are arranged on the periphery of the guide rail component 101 and are arranged along the axial direction of the guide rail component 101. When the armature coil 13 is energized, the generated magnetic field 103 interacts with the permanent magnet 22 of the mover assembly 2, generating thrust that causes the mover assembly 2 to move in a straight line. Because it is a synchronous motor, the speed of the mover is synchronized with the speed of the stator magnetic field 103, thus enabling precise position and speed control. Therefore, applying a linear motor to a vehicle's suspension system enables active control of the suspension (i.e., forming an active power suspension system), which not only improves the suspension's response speed but also allows precise control of travel, speed, and acceleration, significantly enhancing dynamic performance and terrain adaptability.

[0056] However, the applicant found that although the introduction of linear motors in the suspension system solved the problems of slow response speed and low control accuracy of hydraulic or pneumatic dampers in traditional suspension structures, the existing linear motors still had the problem of large structural volume and difficulty in integrating into a compact suspension space; specifically, the thrust of the linear motor comes from the electromagnetic interaction between the armature coil 13 of the stator assembly 1 (arranged in the iron core slot 102a) and the magnetic field 103 of the permanent magnet 22 of the mover assembly 2. For the main power suspension, it is necessary to increase the thrust of the existing linear motor. In order to increase the thrust, it is necessary to increase the electromagnetic action area, that is, by increasing the size of the iron core 102 to accommodate a sufficient number of armature coils 13 and provide a complete magnetic circuit, the corresponding guide rail component 101 will also be longer in length, or the coil stroke will be lengthened to ensure that the armature coil 13 is always in the effective magnetic field area during the entire operation process. Therefore, when the existing linear motor is applied to the suspension system of a vehicle, there is a problem of large structural volume, that is, it is difficult to install it in the compact suspension space of the vehicle. In addition, in traditional structures, the motor body, wiring windings, and buffer devices are often arranged in a dispersed manner, which makes installation complicated and has the problem of poor integration.

[0057] In response to the above-mentioned problems of large volume and poor integration of linear motors, the applicant proposed a linear motor structure with compact structure and high integration to be introduced into the suspension system. The applicant has found that the iron core 102 in the traditional linear motor stator assembly 1 can be discarded and replaced with a stator housing 11, and the side walls of the stator housing 11 are hollow, which can be used to tightly arrange the armature coils 13, that is, multiple tightly arranged armature coils 13 are encapsulated in the side walls of the stator housing 11, thereby integrating a sufficient number of armature coils 13 in a limited space to increase the electromagnetic effect in a unit area; in addition, the guide rail component 101 in the traditional linear motor mover assembly 2 can be discarded and replaced with a mover housing 21, and multiple permanent magnets 22 are arranged in the mover housing 21, that is, multiple tightly arranged permanent magnets 22 are encapsulated in the mover housing 21; the stator housing 11 encapsulating the armature coils 13 and the mover housing 21 encapsulating the permanent magnets 22 are set to be directly slidingly connected, thereby realizing the sliding of the mover assembly 2 relative to the stator assembly 1 without the action of the guide rail component 101, simplifying the structure and reducing the volume of the entire machine. This compact structure significantly differs from conventional linear motors, which require large iron cores 102 and long-travel guide rails. It not only facilitates highly integrated structures but also facilitates installation in space-constrained vehicle suspension systems. Furthermore, the increased number of armature coils 13 per unit space increases the electromagnetic force between the armature coils 13 and the permanent magnets 22. This allows for a compact structure while also increasing the thrust of the linear motor, meeting the thrust requirements of vehicle suspension systems.

[0058] The following is combined with Figure 2-13 The embodiments of the present application will be described in detail.

[0059] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a and Figure 3b As shown, a linear motor comprises:

[0060] The stator assembly 1 includes a stator end seat 12, a stator housing 11, and a first magnetic field member 100a. A plurality of the first magnetic field members 100a are located within the side wall of the stator housing 11 and arranged axially along the stator housing 11. The stator end seat 12 is disposed at an open end of the stator housing 11 and encloses the stator housing 11 to form a receiving space.

[0061] The mover assembly 2 includes a mover housing 21 and a second magnetic field component 100b. Multiple second magnetic field components 100b are located in the mover housing 21 and arranged along the axial direction of the mover housing 21. At least part of the mover housing 21 is located in the accommodating space and is slidingly connected to the stator housing 11 so as to move axially relative to the stator housing 11 under the electromagnetic action of the first magnetic field component 100a and the second magnetic field component 100b.

[0062] It should be noted that in the present application, one of the first magnetic field component 100a and the second magnetic field component 100b is an armature coil 13, and the other is a permanent magnet 22. To facilitate the subsequent description of the embodiments of the present application, unless otherwise specified, the first magnetic field component 100a is the armature coil 13, and the second magnetic field component 100b is the permanent magnet 22.

[0063] Among them, the stator assembly 1 of the linear motor is its stationary part, and its main function is to drive the mover assembly 2 to move in an axial straight line by generating an alternating electromagnetic field. The stator housing 11 is usually made of a metal material with good rigidity and high heat resistance (such as aluminum alloy or stainless steel), and a plurality of armature coils 13 are embedded in the side wall. For example, the side wall of the stator housing 11 is a hollow structure, which is provided with a plurality of armature slots, and each armature slot is provided with an armature coil 13. Not only that, the outer surface of the housing can also be designed with a heat dissipation structure, such as heat dissipation fins or water cooling channels, to help reduce the operating temperature and improve the efficiency and life of the motor. In addition, a plurality of armature coils 13 are arranged along the axial direction of the stator, and each armature coil 13 is usually a three-phase winding wound with insulated copper wire. The stator housing 11 is a cylindrical structure, and the stator end seat 12 is installed at an open end of the stator housing 11 to form a receiving space together with the stator housing 11, and can also shield stray magnetic flux and protect foreign objects from entering; optionally, the other open end of the stator housing 11 is provided with an annular guide 114 to guide the stator assembly 1 to pass through and enter the above-mentioned receiving space.

[0064] Among them, the mover assembly 2 is the moving part of the linear motor, which reciprocates in an axial straight line by electromagnetic thrust under the excitation of the armature coil 13. The mover housing 21 is made of lightweight and high-strength materials (such as carbon steel, aluminum alloy or engineering plastic composite materials) to ensure that it has sufficient mechanical strength during movement and the weight does not affect the movement. A plurality of permanent magnets 22 are arranged axially in the mover housing 21. For example, a plurality of permanent magnet 22 mounting slots are designed in the mover housing 21 to fix the permanent magnets 22. In order to optimize the magnetic field distribution and increase the thrust density, a plurality of permanent magnets 22 can be arranged in an NS staggered arrangement to enhance the magnetic flux density and magnetic field uniformity. In addition, in order to prevent the permanent magnet 22 from undergoing oxidation reaction in a humid or oxidizing environment, a protective coating, such as an anti-corrosion paint or plating, needs to be applied to its surface to improve its weather resistance and service life. At the same time, multiple permanent magnets 22 should be encapsulated inside the mover housing 21, which can not only play a role in physical isolation and mechanical protection, but also effectively prevent external impact and impurity intrusion, further ensuring the stable operation of the permanent magnets 22 and the reliability of the overall system.

[0065] Among them, in order to ensure that the armature coil 13 in the stator assembly 1 can work normally, the armature coil 13 needs to be connected to an external drive control system. For example, the external drive control system can be a vehicle controller, a motor driver or other electronic control unit with speed and voltage regulation functions. The system can adjust the output current size and direction in real time according to the operating status of the entire vehicle, thereby driving the armature coil 13 to generate a time-varying magnetic field and realize the dynamic excitation function. In a specific application, a plurality of permanent magnets 22 are provided in the mover assembly 2, and their magnetic field is a constant magnetic field. The armature coil 13 of the stator assembly 1 generates an alternating magnetic field under the drive of the external control system, and the two interact to form a controllable electromagnetic thrust. By dynamically adjusting the current parameters of the armature coil 13, not only the thrust size can be changed, but also the thrust direction can be adjusted, thereby achieving efficient drive control performance and meeting the response requirements of the equipment under different working conditions.

[0066] The linear motor provided in this embodiment includes a stator assembly 1 and a mover assembly 2, wherein the stator assembly 1 includes a stator housing 11, a stator end seat 12 and a first magnetic field component 100a, and multiple first magnetic field components 100a are encapsulated in the side wall of the stator housing 11; the mover assembly 2 includes a mover housing 21 and a second magnetic field component 100b, and multiple second magnetic field components 100b are encapsulated in the mover housing 21; at least part of the mover housing 21 is located in the accommodating space formed by the stator housing 11 and the stator end seat 12, so that a sliding fit relationship is formed between the mover housing 21 and the stator housing 11, so as to realize the axial reciprocating movement of the mover assembly 2 relative to the stator assembly 1 under the electromagnetic action of the first magnetic field component 100a and the second magnetic field component 100b. The present application changes the installation method of the first magnetic field component 100a in the traditional linear motor, and uses the space inside the inner wall of the stator housing 11 to integrate and package and limit the first magnetic field component 100a. At the same time, it also changes the operation mode of the traditional linear motor rotor assembly 2 attached to the guide rail component 101 relative to the stator assembly 1, but instead uses the internal space of the rotor housing 21 to integrate and package the second magnetic field component 100b, and sets the stator housing 11 encapsulating the first magnetic field component 100a and the rotor housing 21 encapsulating the second magnetic field component 100b to a sliding connection mode, realizing an integrated design of motion guidance and magnetic coupling. Compared with the traditional linear motor, the magnetic field component is encapsulated inside and the guide rail component 101 is omitted, making the structure more compact and simple, and significantly reducing the volume of the whole machine. It is particularly suitable for installation environments with limited space such as wheel suspension systems.

[0067] In addition, the internal packaging method of the stator housing 11 and the mover housing 21 of the present application can accommodate magnetic field components with higher density compared to the external installation method, and the electromagnetic coupling is tighter, which can effectively increase the electromagnetic force between the first magnetic field component 100a and the second magnetic field component 100b. That is, while the structure is compact, it can also increase the thrust of the linear motor to meet the vehicle suspension system's requirements for the thrust of the linear motor.

[0068] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a and Figure 3b As shown, the mover assembly 2 also includes a piston ring 3 mounted on the periphery of the mover housing 21. There is an annular air gap 31 between the mover housing 21 and the stator housing 11. The piston ring 3 is located in the annular air gap 31 and is used to seal the annular air gap 31 to form a closed air chamber 32 between the stator end seat 12, the stator housing 11 and the mover housing 21.

[0069] It should be noted that the spatial relationship between the stator assembly 1 and the mover assembly 2 is a core design element of the linear motor. The stator housing 11 and the stator end seat 12 constitute the space for the movement of the mover assembly 2. A portion of the mover housing 21 is embedded in this space and tightly coupled with the armature coil 13. However, a certain air gap must be maintained. For example, in this embodiment, the air gap size is generally maintained in the range of 0.5 to 5.0 mm to avoid coupling loss or mechanical interference. An air gap that is too large or too small will affect the motor's performance. A too large air gap will reduce thrust output, while a too small air gap may cause mechanical interference or overheating.

[0070] Among them, the piston ring 3, as a key sealing component, is fixedly mounted on the outer periphery of the mover housing 21 and is located in the annular air gap 31 between the mover housing 21 and the stator housing 11. Its outer diameter needs to be slightly larger than the inner diameter of the stator housing 11, and the inner diameter is tightly fitted with the mover housing 21. The piston ring 3 is designed to be continuous in annular shape and has good annular elasticity. It can rely on its own elastic deformation to fit tightly with the inner wall of the stator housing 11 during press-fitting, thereby forming an effective radial seal. To prevent axial movement, the piston ring 3 is usually embedded in the mounting groove provided in the mover housing 21. In addition, its material is selected from metal elastic material or high-performance self-lubricating material, which can ensure that the mover assembly 2 can still maintain structural stability and reliable sealing in the moving state, block the gas circulation between the mover and stator, and achieve the dual functions of structural isolation and gas sealing.

[0071] During operation, the piston ring 3 moves with the mover assembly 2, its inner side tightly fitting the mover housing 21, while its outer side maintains a slight gap or sliding fit with the inner wall of the stator housing 11, allowing the mover assembly 2 to freely reciprocate axially while blocking gas flow. In this state, the piston ring 3 exhibits either rigid or frictional follow-up. To cope with dimensional changes caused by rising temperatures or centrifugal forces, it has a certain radial floating capacity, which can always maintain good fit even with slight deformation. At the same time, the contact area with the stator housing 11 is permanently lubricated with a film or made of self-lubricating material, effectively reducing friction, wear, and heat accumulation, ensuring long-term stable operation.

[0072] Among them, after the piston ring 3 is sealed, the annular air gap 31 between the mover housing 21 and the stator housing 11, together with the stator end seat 12 and the mover housing 21, encloses an annular closed air chamber 32. The air chamber is compact in structure, distributed along the axial direction, and is located exactly in the area between the moving and static parts. It has a highly sealed structure and can prevent gas leakage. During the reciprocating motion of the mover assembly 2 relative to the stator assembly 1, especially when the stator assembly 1 runs toward the end close to the stator end seat 12, the gas medium in the closed air chamber 32 can play an elastic support and shock absorption role for the mover assembly 2, thereby improving the overall operating stability. At the same time, the gas medium in the closed air chamber 32 can also prevent the mover assembly 2 from entering the inefficient or invalid electromagnetic area near the stator end seat 12, and can also isolate impurities such as dust and water vapor in the external environment from penetrating into the internal precision components. In addition, this structural form provides a good physical space foundation for the subsequent introduction of specific gas media.

[0073] Specifically, an inert gas with insulating properties (e.g., nitrogen) can be injected into the sealed air chamber 32 to prevent electrical breakdown. Alternatively, the inert gas can be introduced into the air chamber through a pre-defined injection port in the stator end seat 12 or stator housing 11. This can be achieved through a one-time inflation and sealing mechanism, or by configuring an adjustable valve to control the injection port. It is worth noting that inert gas filling is typically performed after the linear motor is assembled and before shipment, and can also be replenished or replaced during operation and maintenance.

[0074] This embodiment introduces a piston ring 3, which is located between the stator housing 11 and the mover housing 21. It does not occupy additional space and can continuously block the annular air gap 31 between the mover housing 21 and the stator housing 11, thereby constructing a dynamically closed air chamber structure between the stator housing 11, the stator end seat 12 and the mover housing 21. The air chamber not only effectively prevents air or dust from entering the interior of the motor, but also plays an elastic support and shock absorption role during the operation of the mover assembly 2, thereby improving the overall stability.

[0075] In some embodiments, as Figure 2 、 Figure 3a 、 Figure 3b and Figure 6As shown, the closed air chamber 32 includes a first air chamber 321 and a second air chamber 322; an end surface of the stator end seat 12 close to the stator housing 11 is recessed toward the inner side of the stator end seat 12 along the axial direction of the mover housing 21 to form a recessed seat wall 124; the recessed seat wall 124 is provided with a diaphragm 34 at one end close to the stator housing 11, and the diaphragm 34 and the recessed seat wall 124 are arranged to form the second air chamber 322; the diaphragm 34, the stator housing 11, the piston ring 3 and the mover housing 21 are arranged to form the first air chamber 321; when the pressure in the first air chamber 321 or the second air chamber 322 reaches a preset threshold, the diaphragm 34 opens to connect the first air chamber 321 and the second air chamber 322.

[0076] For example, the recessed seat wall 124 itself serves as part of the stator end seat 12, integrally connected to the stator end seat 12 to ensure sealing while not affecting wiring layout. The structure of the recessed seat wall 124 ensures that the end seat is not a closed plane, but rather contains a concave cavity extending axially inward. The depth and diameter of the recess are generally coordinated with the inner diameter of the stator housing 11 to ensure a certain distance from the mover housing 21.

[0077] For example, the septum 34 not only forms the second air chamber 322 and the first air chamber 321, but also provides a stable sealing and partitioning function. A sealed connection is achieved by pressing a sealing ring around the edge, ensuring good airtightness between the two air chambers and preventing gas leakage. Optionally, the outer edge of the septum 34 is securely mounted within the recessed space enclosed by the recessed seat wall 124 through an interference fit, slot positioning, or threaded crimping, ensuring that it does not loosen or shift under high-frequency vibration and pressure fluctuations.

[0078] For example, in order to improve assembly adaptability and sealing performance, the inner diameter structure of the recessed space of the recessed seat wall 124 can be designed to be a truncated cone or stepped form that matches the edge of the spacer 34, thereby achieving a high-strength nested structure and a stable sealing combination.

[0079] Exemplarily, the recessed seat wall 124 can be made of high-strength aluminum alloy or engineering plastic to ensure a balance between weight and rigidity; the spacer 34 can be made of an elastic metal diaphragm (such as stainless steel, aluminum alloy) or a polymer composite material with good strength and fatigue life (such as fluororubber, PTFE composite film), taking into account both strength and air tightness; a high-temperature and pressure-resistant O-ring should be provided between the recessed seat wall 124 and the spacer 34 to ensure sealing reliability under different working environments; in addition, in order to reduce the risk of wear of the sealing ring and the edge of the spacer 34 under high-speed movement of the mover assembly 2, a buffer gasket or a wear-resistant cover ring can be added between the mover housing 21 and the spacer 34 to extend the service life of the motor and improve the overall operating stability.

[0080] This embodiment is described by taking the movement performance of the first air chamber 321 and the second air chamber 322 when driven by a linear motor as an example. The diaphragm 34, the stator housing 11, the piston ring 3, and the mover housing 21 enclose the first air chamber 321 to provide buffering protection for the end movement of the mover assembly 2. The diaphragm 34 and the recessed seat wall 124 enclose the second air chamber 322. During the movement of the mover assembly 2 approaching the end seat, the volume of the first air chamber 321 gradually decreases, and the gas inside the chamber is rapidly compressed, generating a reverse aerodynamic force, forming a non-contact aerodynamic braking effect, preventing the mover assembly 2 from directly impacting the stator end seat 12. Furthermore, when the high-speed movement of the mover assembly 2 causes the air pressure in the first air chamber 321 to rise sharply and reach the preset threshold of the diaphragm 34, the diaphragm 34 automatically opens, connecting to the second air chamber 322, and the gas in the first air chamber 321 enters the second air chamber 322, achieving pressure balance and overpressure protection.

[0081] In this embodiment, a recessed seat wall 124 and a spacer 34 are provided to enclose a second air chamber 322; the spacer 34, the piston ring 3, the stator housing 11 and the mover housing 21 together enclose a first air chamber 321; the first air chamber 321 and the second air chamber 322 are combined to form a dual-chamber structure. During the movement of the mover assembly 2, the gas pressure in the dual air chambers can be graded and buffered and mutually adjusted. When the pressure reaches a preset threshold, the spacer 34 opens to connect the two air chambers, thereby significantly improving the buffering effect and effectively absorbing and alleviating the impact load caused by the movement of the mover assembly 2.

[0082] In some embodiments, as Figure 7 and Figure 8 As shown, the diaphragm 34 is provided with an explosion-proof valve structure 341, and the explosion-proof valve structure 341 includes a pressure relief channel 341a passing through the diaphragm 34, a rupture membrane layer 341b covering the pressure relief channel 341a, and a preset rupture groove 341c provided on the surface of the rupture membrane layer 341b; when the air pressure exceeds the preset threshold, the area of the rupture membrane layer 341b surrounded by the preset rupture groove 341c ruptures in the direction toward the air chamber where the air pressure is lower than the preset threshold, so as to connect the first air chamber 321 and the second air chamber 322.

[0083] For example, the pressure relief channel 341a can be processed in the center or eccentric position of the diaphragm 34 by drilling or molding to provide a channel for sudden gas pressure relief. In addition, in order to avoid scratches on the rupture membrane caused by edge burrs, the mouth of the pressure relief channel 341a needs to be chamfered or precision polished to improve long-term sealing reliability and diaphragm durability. The rupture membrane layer 341b can be made of a multi-layer composite material (such as metal foil + polymer film), which has a certain strength and good ductility. It is usually fixed to the pressure relief channel 341a by an annular pressure ring pressing or micro-welding technology to ensure airtight sealing under normal conditions to resist air pressure fluctuations.

[0084] Exemplarily, in order to control the direction and starting position of the diaphragm rupture, a preset rupture groove 341c is provided on the outer surface of the rupture membrane layer 341b. Optionally, the shape of the preset rupture groove 341c includes a ring-shaped, cross-shaped or Y-shaped structure; the preset rupture groove 341c can be formed by laser etching, precision mold indentation and other processes to accurately control the depth and position, so that it ruptures quickly when the preset pressure is reached, and the pressure can expand along the set path to ensure that the pressure relief action is efficient and controlled.

[0085] For example, the rupture membrane layer 341b can be made of copper foil, aluminum foil, or a PET+aluminum composite film. The thickness of the membrane should be controlled between 0.05 and 0.2 mm, depending on the actual burst pressure. Furthermore, the pressure relief channel 341a should be positioned away from electrical components to ensure that the pressure relief process does not pose a potential safety risk to the surrounding area.

[0086] This embodiment will be explained using the function of the diaphragm 34 as an example. The diaphragm 34 serves as a separator between the first and second air chambers 321 and 322, maintaining the independence of the two chambers under normal operating conditions. The explosion-proof valve structure 341 acts as a safety redundancy mechanism. When the internal pressure of either chamber rises abnormally, exceeding the diaphragm's burst threshold, the rupture groove guides the diaphragm layer toward the lower pressure side, rapidly opening the pressure relief channel 341a and instantaneously connecting the two chambers, thereby releasing the excess pressure and achieving pressure balance.

[0087] This embodiment incorporates an explosion-proof valve structure 341 on diaphragm 34, comprising a pressure relief channel 341a extending through diaphragm 34, a rupture membrane layer 341b covering pressure relief channel 341a, and a pre-set fracture groove 341c formed on the surface of rupture membrane layer 341b. When the pressure within any air chamber exceeds a preset threshold, the area of rupture membrane layer 341b surrounded by the pre-set fracture groove 341c ruptures toward the chamber with lower pressure, thereby connecting the first air chamber 321 with the second air chamber 322. This structure utilizes the controllably ruptured membrane layer within the explosion-proof valve to achieve passive pressure relief. This allows for the rapid release of excess gas under extreme pressure, preventing damage to the air chamber structure or performance failure, improving the safety and reliability of the entire buffer system, and further enhancing the linear motor's stable buffering capability under impact loads.

[0088] In some embodiments, as Figure 2 、 Figure 3a 、 Figure 3b and Figure 10As shown, one end surface of the stator end seat 12 close to the stator housing 11 is recessed toward the inner side of the stator end seat 12 along the axial direction of the mover housing 21 to form a recessed seat wall 124. The recessed seat wall 124, the stator housing 11, the piston ring 3 and the mover housing 21 are surrounded to form the closed air chamber 32, and a first elastic member 33 is provided in the closed air chamber 32.

[0089] For example, by introducing the recessed seat wall 124 and forming a closed air chamber 32, the original air chamber volume can be expanded, while the stator end space is further compressed, thereby improving the compactness of the overall structure. The closed air chamber 32 cooperates with the aforementioned piston ring 3 structure, and the air chamber becomes a new buffer area for the operation seal of the piston ring 3.

[0090] In addition, the recessed seat wall 124 structure can improve the overall rigidity and compressive strength of the seat wall and prevent deformation without adding too much material.

[0091] For example, the recessed seat wall 124 can be formed by integrally casting or machining the stator end seat 12 into two sections, and optionally, a recessed structure can be provided inside the recessed seat wall 124 to accommodate the first elastic member 33. One end of the first elastic member 33 is firmly embedded in the recessed structure, and the other end abuts against the end surface of the mover housing 21.

[0092] For example, the shape of the recessed seat wall 124 can be optimized based on the type of first elastic member 33 and installation requirements, such as by adopting an annular stepped structure, a conical transition, or a grooved cavity. Specifically, if a metal compression spring is used, guide posts or limiting ribs can be added to prevent eccentricity during compression. If a rubber or bellows-type elastomer is used, a snap-fit structure or nested tongue can be designed to ensure a stable fit with the seat wall. For structures such as air springs, a gas channel or air supply port must also be reserved.

[0093] For example, the recessed seat wall 124 can be made of a rigid and impact-resistant material such as aluminum alloy or stainless steel. It should be noted that when installing the first elastic member 33, it must be ensured that it is coaxial, non-eccentric, and non-stuck to ensure that its action is uniform and effective.

[0094] Exemplarily, the first elastic member 33 can be a spring, a bellows or a high-elasticity rubber pad, one end of which is fixed to the recessed seat wall 124 and the other end abuts the end of the mover housing 21, and is used to provide buffering, limiting or resetting effects when the mover assembly 2 runs to the boundary.

[0095] This embodiment is illustrated using the motion of the first elastic member 33 during linear motor drive as an example. The electromagnetic interaction between the armature coil 13 and the permanent magnet 22 drives the mover housing 21 to slide back and forth within the stator housing 11, creating a linear drive. Specifically, during motor operation, one end of the first elastic member 33 is optionally fixed to the recessed seat wall 124 of the stator end seat 12, while the other end abuts the end face of the mover housing 21. When the motor is energized, the mover assembly 2 reciprocates in the axial direction under the drive of the electromagnetic force, causing the first elastic member 33 to periodically compress and recover. As the mover assembly 2 moves toward the stator end seat 12, the first elastic member 33 is compressed to store energy. When the mover assembly 2 decelerates or the electromagnetic force is removed, the first elastic member 33 releases its elastic potential energy, causing the mover assembly 2 to rebound or mitigate its impact. Throughout this motion, the first elastic member 33 not only prevents the mover assembly 2 from colliding with structural boundaries and causing damage, but also improves the smooth operation of the motor.

[0096] In this embodiment, one end surface of the stator end seat 12 near the stator housing 11 is recessed toward the inside of the stator end seat 12 along the axial direction of the rotor housing 21 to form a recessed seat wall 124. The recessed seat wall 124, the stator housing 11, the piston ring 3, and the rotor housing 21 enclose the enclosed air chamber 32, and the first elastic member 33 is disposed within the enclosed air chamber 32. In this embodiment, by forming the recessed seat wall 124 within the stator end seat 12, and then enclosing the enclosed air chamber 32 with the stator assembly 1 and the rotor assembly 2 to accommodate the first elastic member 33, the internal space of the structure is effectively utilized, making the overall motor structure more compact, helping to reduce the overall size and improve the integration. In addition, the first elastic member 33 is disposed within the air chamber, which works in conjunction with the enclosed air chamber 32 to achieve a double buffering effect.

[0097] In some embodiments, as Figure 3a 、 Figure 3b 、 Figure 10 and Figure 11 As shown, the bottom wall 124 a of the recessed seat wall 124 is a mounting plane, and one end of the first elastic member 33 away from the mover housing 21 is fixedly connected to the mounting plane.

[0098] For example, the mounting plane serves as a fixed reference surface for the first elastic member 33, providing connection and support. Specifically, the bottom wall 124a of the recessed seat wall 124 can be precision-machined to form a flat platform, with structural details such as threaded holes, positioning slots, or mounting holes reserved based on the type and installation method of the first elastic member 33. Furthermore, the mounting plane is typically integrally formed with the stator end seat 12, providing high rigidity and preventing deflection and deformation under load.

[0099] For example, the mounting surface should be slightly larger than the bottom of the first elastic member 33 to ensure adequate support and avoid localized stress concentration caused by overhanging edges. Furthermore, to prevent the first elastic member 33 from rotating or shifting during frequent compression and resetting, anti-rotation features such as retaining grooves, anti-slip teeth, or guide posts can be designed on the mounting surface. Additionally, some first elastic members 33 may have end caps with ferrules or molded flanges to facilitate screw mounting.

[0100] For example, the mounting plane may be made of a material with high fatigue life and high resilience, such as 65Mn spring steel, polyurethane, silicone rubber, etc., to adapt to high-frequency reciprocating working conditions.

[0101] In this embodiment, the bottom wall 124a of the recessed seat wall 124 is configured as a mounting surface, and the end of the first elastic member 33 distal from the mover housing 21 is fixedly connected to this mounting surface. By providing a stable mounting surface, this embodiment provides a reliable mounting base for the first elastic member 33, ensuring stable force and precise guidance during movement. This not only helps improve the consistency and response efficiency of the cushioning effect, but also further enhances the compactness and ease of assembly of the overall structure, improving the reliability and durability of the linear motor under complex operating conditions.

[0102] In some embodiments, as Figure 3a 、 Figure 3b 、 Figure 10 and Figure 12 As shown, the recessed seat wall 124 includes a bottom wall 124a and an annular side wall 124b arranged around the bottom wall 124a, and a mounting plate 124c is further provided in the space formed by the bottom wall 124a and the annular side wall 124b, and the mounting plate 124c is parallel to the bottom wall 124a; the annular side wall 124b of the recessed seat wall 124 is further provided with a mounting annular groove 124d for mounting and cooperating with the mounting plate 124c; the end of the first elastic member 33 away from the mover housing 21 is fixedly connected to the mounting plate 124c.

[0103] Illustratively, the recessed seat wall 124 is integrally cast to form a regular cavity, with its bottom wall 124a and annular sidewall 124b forming a one-piece structure. The annular sidewall 124b is provided with a mounting annular groove 124d, optionally a circular or square groove, for positioning a mounting plate 124c. The mounting plate 124c serves as a mounting base for the first elastic member 33 and is securely connected to the annular groove by means of a snap connection, threaded engagement, or spring retaining.

[0104] For example, the first elastic member 33 is mounted at the center of the mounting plate 124c, with one end secured by screws, hooks, or adhesive, and the other end facing the mover housing 21, directly or indirectly contacting the end surface of the mover housing 21 to form an elastic buffer path. Furthermore, to enhance structural stability and assembly ease, the mounting plate 124c can also be designed as a composite structure with guide posts, retaining rings, or reinforcing ribs, and multiple mounting holes can be pre-set to accommodate different layout requirements.

[0105] Exemplarily, the first elastic member 33 may be a single compression spring, an arrayed bellows, a layered rubber column, a gas-liquid composite spring, etc., and may even be embedded with an inductive pressure sensor or a travel switch to achieve intelligent detection and feedback of the elastic state.

[0106] In addition, to enhance the vibration isolation and noise suppression effects, a rubber pad or damping layer may be added to the bottom of the mounting plate 124c to optimize the stability of the buffer.

[0107] In this embodiment, the recessed seat wall 124 includes a bottom wall 124a and a circumferential side wall 124b disposed therearound. A mounting plate 124c, parallel to the bottom wall 124a, is located within the space enclosed by the bottom wall 124a and the circumferential side wall 124b. The circumferential side wall 124b defines a mounting annular groove 124d that mates with the mounting plate 124c. The end of the first elastic member 33 distal from the mover housing 21 is fixedly connected to the mounting plate 124c. In this embodiment, the engagement between the mounting annular groove 124d and the mounting plate 124c ensures secure installation and accurate positioning of the first elastic member 33, effectively preventing loosening or displacement during movement and improving buffer stability.

[0108] In some embodiments, as Figure 3a 、 Figure 3b 、 Figure 10 and Figure 12 As shown, the mounting plate 124c is rotatably connected to the mounting ring groove 124d, and the first elastic member 33 rotates along with the mounting plate 124c.

[0109] Exemplarily, the outer edge of the mounting plate 124c is provided with a plurality of raised teeth or rotating ear shafts arranged along the circumference, and the groove wall of the mounting ring groove 124d is provided with a guide groove or shaft hole that matches it. During the installation process, the mounting plate 124c can be rotated around the central axis by a certain angle after being axially inserted into the mounting ring groove 124d to achieve rotational engagement and locking; in addition, in order to ensure stability after rotation, a limiting protrusion or a locking structure is provided at the end position of the mounting ring groove 124d, which is used to limit the rotation end point of the mounting plate 124c.

[0110] In this embodiment, mounting plate 124c and mounting annular groove 124d are rotatably connected, enabling mounting plate 124c to rotate about its axis relative to recessed seat wall 124. The first elastic member 33 rotates synchronously with mounting plate 124c. By making the angle of first elastic member 33 adjustable, the force applied to first elastic member 33 can be flexibly varied according to actual operating conditions, achieving a multi-angle cushioning effect. This further enhances the linear motor's cushioning capacity and adaptability under complex loads or non-axial impacts, and improves the motor's flexible response and overall reliability.

[0111] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 、 Figure 10 and Figure 13 As shown, the stator end seat 12 includes an end cover 121 and a terminal block 122. One end of the terminal block 122 is connected to the end cover 121, and the other end extends toward the direction close to the mover housing 21 to form a joint portion 122a; the joint portion 122a is located in the accommodating space and is fixedly connected to the stator housing 11.

[0112] For example, the end cap 121 and the terminal block 122 can be fixed by threaded connection, flange fitting or welding to ensure the integrity and strength of the end structure and form a complete stator end block 12 assembly. The joint 122a of the terminal block 122 can be designed as an integral extension section, which can be inserted into the accommodating space of the stator housing 11, and then firmly connected to the stator housing 11 by screw fixing, locating pin locking or riveting, forming a structurally reliable and efficient interface. In addition, in order to improve the overall sealing performance, a sealing ring is provided or a sealing layer is applied at the contact portion between the terminal block 122 and the stator housing 11, thereby effectively blocking external impurities, water vapor or oil and gas from entering the interior of the motor and ensuring the operational reliability of the system.

[0113] For example, the shape of the joint 122a can be designed as a stepped cylindrical or sleeve-shaped structure according to assembly requirements. The outer wall of the joint 122a can be provided with a guide boss or a limiting shoulder to facilitate automatic positioning during insertion and prevent assembly misalignment. Furthermore, the interior of the joint 122a can be provided with an embedded cable clamping groove or a reserved mounting hole for securing key components such as terminal blocks, sensor modules, and cable heads, achieving structural and electrical integration. If the motor includes an air chamber design, the joint 122a can also be expanded into a composite structure with an air inlet interface, air passage, or a pressure regulating port to facilitate the introduction of gas into the air chamber for buffering and pressure regulation.

[0114] For example, the end cap 121 and terminal block 122 can be made of materials with good strength and processing properties, such as die-cast aluminum, ADC12, or reinforced PPS (containing 30% glass fiber), to ensure strength while reducing weight. In addition, in applications where protection is required, the internal electrical connectors of the terminal block 122 should be sealed with glue or equipped with components such as waterproof caps. Furthermore, if the internal current of the motor is large, heat sinks, ventilation ducts, or thermal conductivity structures should be designed in the wiring area to prevent insulation damage of the cables and terminals due to overheating.

[0115] In this embodiment, the stator end seat 12 includes an end cap 121 and a terminal block 122. One end of the terminal block 122 is connected to the end cap 121, and the other end extends toward the mover housing 21 to form a joint portion 122a. This joint portion 122a is disposed within the accommodating space and is fixedly connected to the stator housing 11. By extending the joint portion 122a from the terminal block 122, this embodiment achieves a more stable mechanical connection between the stator end seat 12 and the stator housing 11, improving the sealing and rigidity of the overall structure, helping to ensure the precise guidance of the mover assembly 2 within the accommodating space, and enhancing the structural strength and impact resistance of the entire machine.

[0116] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 、 Figure 10 and Figure 13 As shown, an air inlet channel is provided in the stator end seat 12, and the air inlet 125 of the air inlet channel is located on the outer wall of the end cover 121 or the terminal seat 122, and the air outlet 126 of the air inlet channel is opened on the inner wall of the recessed seat wall 124 and / or the joint 122a.

[0117] Exemplarily, the air inlet 125 is provided on the outer wall of the end cap 121 or the terminal block 122. Optionally, it may be in the form of a threaded hole, a bayonet-type pipe joint, or a quick-plug interface for convenient connection to an external air source, such as an on-board air pump or a compressed air tank. The air outlet 126 is disposed on the inner side of the end block. Depending on the structural form, the specific location can be selected to be located on the inner wall of the recessed seat wall 124 to directly supply air to the second air chamber 322; or located on the inner wall of the joint 122a to supply air to the first air chamber 321, thereby meeting the air supply requirements of different structures.

[0118] In addition, the air intake channel body can be integrated into the end seat structure by casting, precision drilling or embedding a metal air guide tube, and sealing rings are set or sealant is applied at key nodes of the channel to ensure its air tightness and pressure resistance.

[0119] For example, the air intake channel can be configured as a single path, or as a bifurcated structure such as a Y-shaped or T-shaped channel, as needed, to achieve uniform air supply to multiple areas. Furthermore, to reduce airflow resistance, the inner wall of the channel can be polished or treated with a low-friction coating to improve airflow efficiency.

[0120] In this embodiment, an air intake passage is provided within the stator end seat 12. An air inlet 125 of this air intake passage is located on the outer wall of the end cap 121 or the terminal block 122, while an air outlet 126 is provided within the recessed seat wall 124 and / or the inner wall of the joint 122a. By integrating the air intake passage within the stator end seat 12, this embodiment effectively connects the external air source with the air chamber space. This not only simplifies the air supply path but also allows for timely replenishment of the air chamber pressure during operation of the mover assembly 2, maintaining the stable operation of the dual air chambers. This enhances buffering performance and response speed, and improves the overall operating efficiency and stability of the linear motor.

[0121] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 、 Figure 9 and Figure 10 As shown, the linear motor of the present application is also provided with an external air chamber 35, which is connected to the air inlet 125 through an air pipe; a control valve 351 is provided at the connection between the air pipe and the external air chamber 35. When the pressure in the closed air chamber 32 reaches a preset threshold, the control valve 351 opens to connect the external air chamber 35 and the closed air chamber 32.

[0122] For example, the interface of the external air chamber 35 is sealed to the air pipe by a threaded joint, a quick-connect joint, or a clamp crimping method. A control valve 351 can be provided inside or at the interface of the external air chamber 35. The control valve 351 is mainly a one-way opening valve (such as a diaphragm type, a spring-loaded type, or an electromagnetic control valve 351). When the internal air pressure reaches a set threshold, it automatically opens to complete the pressure relief or air replenishment operation.

[0123] For example, in the coordination relationship of the entire motor structure, the external air chamber 35 stores stable compressed gas under static working conditions, and the control valve 351 is in a closed state, maintaining isolation from the closed air chamber 32. When the pressure of the closed air chamber 32 (when the closed air chamber 32 is a single air chamber, it is directly connected to the external air chamber 35; when the closed air chamber 32 is a dual air chamber, it can be connected to the first air chamber 321 and the second air chamber 322 respectively, or only connected to the second air chamber 322) exceeds the threshold due to external shock or load surge, the control valve 351 will open, allowing gas to flow into the external air chamber 35 to buffer the pressure peak, or reversely replenish gas when the pressure in the closed air chamber 32 drops, thereby achieving dynamic pressure balance and enhancing the motor's air pressure adaptability and operating stability under complex load conditions.

[0124] Specifically, the external air chamber 35 provides a rapid overflow path under high pressure, effectively suppressing the risk of overpressure in the sealed air chamber 32 due to transient shocks, thereby protecting key components such as the internal diaphragm, spacer 34, and mover assembly 2 from premature damage. Furthermore, if the main air source is insufficient or experiences pressure fluctuations, the external air chamber 35 acts as a buffer air storage source, ensuring continued stable operation of the motor system.

[0125] In this embodiment, the external air chamber 35 is connected to the air inlet 125 via an air pipe. A control valve 351 is installed at the connection between the air pipe and the external air chamber 35. When the pressure in the sealed air chamber 32 reaches a preset threshold, the control valve 351 automatically opens, connecting the external air chamber 35 with the sealed air chamber 32. By introducing a controllable external air chamber 35, this embodiment provides an additional air source for replenishing or releasing pressure for the air chamber within the motor, effectively expanding the volume adjustment range of the buffer system and improving the system's adaptability to large shocks or high-frequency vibrations, thereby further enhancing the stability of the linear motor under dynamic conditions.

[0126] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a and Figure 3b As shown, a buffer seat 4 is provided on the periphery of one end of the mover housing 21 away from the stator end seat 12 to limit its axial travel relative to the stator housing 11 .

[0127] Among them, the end away from the stator end seat 12 is located at the end of the motion path of the mover assembly 2. The buffer seat 4 is usually made of a material with elastic or energy-absorbing properties (silicone or natural rubber), and is fixedly sleeved on the periphery of the mover housing 21. By contacting the end of the stator housing 11, physical stroke limitation and buffering effect are achieved. For example, the end of the stator housing 11 can also be provided with a buffer groove that cooperates with the buffer seat 4. When the mover assembly 2 is at the end of the motion path, the buffer seat 4 also enters the buffer groove, which can further reduce the impact force.

[0128] When the armature coil 13 drives the mover assembly 2 to perform reciprocating motion, the mover assembly 2 may have an overshoot risk due to abnormal control or sudden load change. For this reason, a buffer seat 4 is provided at the end of the mover housing 21. When the mover assembly 2 moves to its maximum design stroke, the buffer seat 4 first abuts against the stator housing 11, absorbs the end kinetic energy and prevents it from continuing to rush forward, thereby limiting the axial stroke of the mover assembly 2 relative to the stator housing 11 and preventing the structure from colliding or getting stuck, thereby protecting the safety of the electromagnetic system and the mechanical end.

[0129] In this embodiment, a buffer seat 4 is fixedly mounted on the outer periphery of one end of the mover housing 21 away from the stator end seat 12, so that when the mover assembly 2 moves to its maximum design stroke, the buffer seat 4 first abuts against the stator housing 11, absorbs the terminal kinetic energy and prevents its movement to complete the dual operations of buffering and limiting, effectively solving the "over-stroke" problem of the mover assembly 2, avoiding damage to the equipment caused by the mover assembly 2 hitting the structural wall due to control failure or abnormal load, and improving the operating safety and stability of the entire motor system.

[0130] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 and Figure 10 As shown, the stator housing 11 includes an outer housing 111 and an inner housing 112 connected to each other. An annular chamber is formed between the outer housing 111 and the inner housing 112 . The plurality of first magnetic field components 100 a are located in the annular chamber of the stator housing 11 .

[0131] The outer shell 111 and the inner shell 112 are arranged at intervals in the radial direction and form a composite shell structure through structural connectors (such as ribs, support frames, and welding fixation). The outer shell 111 is the outermost structure of the stator shell 11, which is mainly used to provide overall mechanical support. It is usually made of metal materials such as aluminum alloy or stainless steel, which is easy to process and form. At the same time, its surface can be provided with external interface structures such as heat sinks and bolt fixing holes to improve heat dissipation performance and installation convenience. The inner shell 112 is located on the side close to the mover assembly 2, and maintains a certain air gap between it and the mover assembly 2, providing a channel for the movement of the mover assembly 2. It is usually covered with a non-magnetic material (such as aluminum alloy or stainless steel) to avoid electromagnetic interference. In addition, the annular chamber formed by the outer shell 111 and the inner shell 112 is a concentric cylindrical cavity, extending along the axial direction of the stator; the inner wall of the chamber is tightly integrated with the armature coil 13 structure for installing or embedding the armature coil 13, and the armature coil 13 is embedded in the annular chamber close to the side of the inner shell 112 to achieve interaction with the magnetic field of the mover assembly 2, which can improve the compactness of the structure.

[0132] In this embodiment, a plurality of armature coils 13 are installed in an annular cavity formed between the outer shell 111 and the inner shell 112, so that the armature coils 13 and the stator shell 11 are highly integrated in structure, effectively saving the overall space layout, avoiding external additional mounting structures, and improving the compactness and consistency of the motor assembly; at the same time, since the coils are embedded in the annular cavity, it also helps to improve the heat dissipation efficiency and structural strength, further enhancing the stability and reliability of the motor operation.

[0133] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 and Figure 10 As shown, a plurality of annular mounting grooves 113 are arranged in the annular chamber along the axial direction thereof, and a first magnetic field component 100 a is disposed in each of the annular mounting grooves 113 .

[0134] Among them, the annular mounting groove 113 is arranged on the side of the annular chamber close to the inner shell 112, and its material is a non-magnetic structure. The annular mounting groove 113 and the armature coil 13 are tightly fitted with each other to prevent the coil from loosening and improve the stability of electromagnetic coupling. For example, multiple annular mounting grooves 113 are evenly distributed in the axial direction, and the armature coil 13 is also evenly embedded in the annular mounting grooves 113, which can achieve the effect of clear magnetic flux path and low loss, and can improve the overall driving efficiency and control accuracy.

[0135] It should be noted that the armature coil 13 adopts an iron-coreless armature structure. In the iron-coreless motor, the armature coil 13 is not wound on the iron core 102, but is directly embedded in a non-magnetic structure (such as aluminum alloy or stainless steel), which is equivalent to the armature coil 13 of this embodiment being arranged in the annular mounting groove 113. This can avoid the hysteresis loss, eddy current loss and magnetic interference introduced by the iron core 102 material (such as silicon steel), and the periodic magnetic pull change caused by the iron core slot structure in the traditional iron core motor, namely the magnetic slot effect.

[0136] This embodiment, by introducing annular mounting grooves 113, achieves standardized and high-density coil placement, ensuring maximum motor thrust without increasing motor size. Furthermore, the armature coil 13 utilizes an ironless structure, with the coil windings embedded in non-magnetic armature slots. This avoids the hysteresis loss, eddy current loss, and cogging associated with traditional iron core 102 structures, resulting in smoother thrust output and higher efficiency, meeting both compactness and high performance requirements.

[0137] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 and Figure 10 As shown, the stator end seat 12 includes an end cover 121 and a terminal block 122, one end of the terminal block 122 is connected to the end cover 121, and the other end is sleeved on the open end of the stator housing 11; a wiring winding is provided in the terminal block 122, and a wiring port 123 connected to the wiring winding is provided on the terminal block 122, and the wiring winding is connected to multiple first magnetic field components 100a / second magnetic field components 100b.

[0138] Among them, the end cover 121 is usually made of metal material (such as aluminum or cast iron), installed on one end of the terminal block 122, used to close the terminal block 122, and reliably connected to the terminal block 122 by means of screws, snaps, etc., to ensure the sealing and stability of the overall structure. The other end of the terminal block 122 is sleeved on the open end of the stator housing 11 to assist in forming a storage space enclosed by the stator housing 11 and the stator end seat 12. Furthermore, the interior of the terminal block 122 is a hollow structure for accommodating the wiring winding, which is convenient for the arrangement and maintenance of electrical connections; at the same time, in order to meet the installation and positioning requirements, auxiliary structures such as a center hole and a fixed end can also be provided on the end cover 121 for use with external assembly parts or positioning mechanisms.

[0139] Among them, the wiring winding is arranged inside the terminal block 122, and is mainly used to realize the transition connection between the armature coil 13 and the external electrical system. It can be in the form of an end connection section wound with copper wire, or it can adopt a plug-in terminal structure, which has good conductivity and easy installation. One end of the wiring winding is connected to the wiring port 123 on the terminal block 122, and the other end is branched and electrically connected to multiple armature coils 13. Through reasonable branching and layout design, the orderly organization of various electrical pathways such as three-phase power supply, electromagnetic signal and feedback circuit can be achieved, thereby improving the wiring efficiency and operational stability of the overall system.

[0140] In this embodiment, the stator end base 12 is composed of an end cap 121 and a terminal block 122. One end of the terminal block 122 is securely connected to the end cap 121, and the other end is sleeved onto the open end of the stator housing 11, forming a cavity between the end cap 121, the terminal block 122, and the stator housing 11. The terminal block 122 adopts a hollow shell structure, and a wiring winding is integrated within it. One end of the winding is connected to the wiring port 123, and the other end branches and connects to multiple armature coils 13. The integrated wiring design within the terminal block 122 not only reduces external wiring space and improves the neatness and maintainability of internal wiring, but also achieves a high degree of integration of electrical connection functions with the structure of the stator assembly 1, resulting in a compact stator end region, centralized functions, and convenient installation.

[0141] In some embodiments, as Figure 2 、 Figure 3 、 Figure 3a 、 Figure 3b 、 Figure 6 and Figure 10 As shown, at least one of the stator housing 11, the mover housing 21 and the stator end seat 12 is provided with a pressure sensor, and the stator end seat 12 is provided with a data port 123a electrically connected to the pressure sensor; and / or,

[0142] At least one of the stator housing 11 and the mover housing 21 is provided with a position sensor, and the stator end seat 12 is provided with a data port 123 a electrically connected to the position sensor.

[0143] Exemplarily, the pressure sensor is mounted on the inner wall of the first air chamber 321 and / or the second air chamber 322 and secured via a sealed joint or threaded interface, ensuring that the sensor can directly sense the gas pressure within the chamber without leakage. The sensor's signal line is routed through a wire duct or conduit reserved within the stator end base 12 and connected to the data port 123a provided on the stator end base 12, enabling centralized signal transmission and protection.

[0144] For example, the position sensor is positioned on the surface or inner wall of the stator housing 11 and / or the mover housing 21, secured with a bracket or welded to ensure accurate sensing of displacement changes in the mover assembly 2. The position sensor's signal lines follow the same routing system as the stator end bracket 12, ensuring reliable and stable signal transmission.

[0145] For example, pressure sensors can be high-precision MEMS or thin-film sensors, offering a balance of response speed and durability, suitable for measuring high-frequency dynamic pressure within air chambers. Position sensors can be magnetoresistive, Hall effect, or photoelectric encoders, with flexible configurations tailored to the required accuracy and installation space.

[0146] In addition, the data port 123a can be a multi-pin socket or waterproof connector that supports quick plugging and unplugging and has good vibration resistance, facilitating routine maintenance and replacement. Furthermore, the data port 123a can be equipped with a protective cover or sealant to prevent dust and moisture intrusion.

[0147] This embodiment realizes real-time monitoring and data collection of the air chamber pressure and the position of the mover assembly 2 by setting a pressure sensor and a position sensor; cooperates with the data port 123a to facilitate information transmission and system integration, can timely feedback the operating status, effectively assist the control system in dynamic adjustment and fault warning, and improve the operating safety of the linear motor.

[0148] Based on the same inventive concept, Figure 4 As shown, the present application also provides an actuator, comprising:

[0149] A linear motor, wherein the linear motor is any one of the linear motors described above;

[0150] The second elastic member 5 is sleeved on the periphery of the linear motor, one end of the second elastic member 5 is connected to the stator housing 11 , and the other end of the second elastic member 5 is connected to the mover housing 21 .

[0151] The second elastic member 5 can be made of materials such as a coil spring, a corrugated spring or a polymer elastomer, and can be configured according to different application scenarios.

[0152] It should be noted that during the operation of the actuator, the linear motor propels the mover assembly 2 axially through electromagnetic action. Since the second elastic member 5 connects the stator assembly 1 and the mover assembly 2, it deforms accordingly during movement based on changes in load or impact force, thereby providing an intermediate transition between the driving force and the load, providing buffering, energy absorption, and energy storage. When the suspension system constructed based on the actuator of this embodiment is subjected to external shock or complex vibration conditions, the second elastic member 5 can temporarily absorb some of the kinetic energy and gradually release it after the system stabilizes, thereby reducing direct interference with the electromagnetic system.

[0153] One end of the second elastic member 5 is sleeved on the stator housing 11, so that it can provide rigid support and ensure that the second elastic member 5 does not move at the fixed point; the other end is connected to the mover housing 21, and moves with the mover housing 21 to achieve axial stretching or compression of the second elastic member 5, thereby forming a cooperative working relationship with the electromagnetic drive. While the linear motor provides active driving force, the second elastic member 5 automatically responds to load fluctuations to achieve buffering and energy absorption. The overall structure is not only compact, but also realizes the design concept of "rigidity and flexibility", organically combining the high responsiveness of the electromagnetic drive with the buffering stability of the elastic system to form a high-performance drive unit with compact structure, fast response and strong anti-interference ability.

[0154] This embodiment utilizes a second elastic member 5, sheathed around the motor, in parallel with the linear motor, to achieve adaptive response to dynamic loads. This linear motor-based actuator provides high-precision, fast-response driving force output, meeting the system's active control requirements. Furthermore, the second elastic member 5 provides passive cushioning and energy absorption under load shock or high-frequency vibration conditions, reducing the risk of damage to the mover assembly 2 and the armature structure.

[0155] In addition, the actuator has a compact structure and is suitable for highly integrated suspension systems.

[0156] In some embodiments, as Figure 4 As shown, the actuator further includes a first bracket 51 and a second bracket 52 , wherein the first bracket 51 is fixed to the periphery of the stator housing 11 , and the second bracket 52 is fixed to the periphery of the mover housing 21 , and the second elastic member 5 is confined between the first bracket 51 and the second bracket 52 .

[0157] The first bracket 51 is fixedly mounted on the top of the stator end seat 12 outside the stator housing 11, providing a static support point for the second elastic member 5, ensuring a stable system installation. The second bracket 52 is fixedly mounted on the outer end of the mover housing 21, and moves synchronously with the mover housing 21 to achieve follow-up performance, ensuring that the second elastic member 5 responds to movement during the driving process. Exemplarily, the first bracket 51 and the second bracket 52 are annular limit seats arranged axially opposite to each other in the linear motor. The second elastic member 5 is located between the first bracket 51 and the second bracket 52, and is axially constrained and limited. It can be compressed or stretched between the brackets, preventing component offset or instability while enhancing the controllable buffer path.

[0158] Through the above structural combination, the installation of the second elastic member 5 no longer relies on the space accommodation of the motor housing, but forms an independent force-bearing mechanism on the periphery, which helps to improve assembly flexibility and clarity of mechanical transmission.

[0159] During implementation of this embodiment, the actuator operates, electromagnetically driving the mover assembly 2 axially. The mover housing 21 and its attached second bracket 52 move synchronously, while the first bracket 51 remains stationary. The second elastic member 5 undergoes compression or tension deformation due to the relative displacement between the two brackets, thereby providing elastic cushioning and restoring force for the movement of the mover assembly 2. This process does not affect the magnetic field distribution within the motor or the operation of the electric motor structure, ensuring good decoupling between the second elastic member 5 and the linear motor.

[0160] This embodiment achieves independent, precise, and stable installation and positioning of the second elastic member 5 by providing a first bracket 51 and a second bracket 52 external to the motor. This effectively improves the stability and repeatability of the elastic response and avoids performance fluctuations caused by assembly errors or structural vibrations. Furthermore, the external brackets facilitate replacement and maintenance of the second elastic member 5, and also facilitate the selection of second elastic members 5 with different stiffness or structural forms according to different application scenarios.

[0161] In addition, this peripheral composite structure improves the system's overall impact resistance and ability to adapt to complex load changes without affecting the main transmission characteristics of the linear motor. It is particularly suitable for electromagnetic active suspension systems that require "fast vibration response speed and high buffering accuracy" and has extremely high engineering practical value and scalability.

[0162] Based on the same inventive concept, Figure 5 As shown, the present application also provides a suspension system, comprising:

[0163] In any of the above actuators, a first connection portion 6 is provided on a side of the stator end seat 12 away from the stator housing 11; a second connection portion 7 is provided on an end of the mover housing 21 away from the stator end seat 12;

[0164] The suspension body includes a lower wishbone 8;

[0165] One of the first connecting portion 6 and the second connecting portion 7 is connected to the vehicle body, and the other is connected to the lower fork arm 8 .

[0166] The core of the suspension system proposed in this embodiment is to introduce a compact and highly integrated actuator as an active power unit to replace the traditional passive shock absorber and spring combination to achieve control of the vertical movement of the suspension system.

[0167] Among them, one end of the actuator stator assembly 1 is fixedly mounted on the vehicle body through the first connection part 6, providing a stable rigid reference benchmark; one end of the mover assembly 2 is connected to the lower fork arm 8 of the suspension through the second connection part 7. Optionally, the second connection part 7 is a single-arm fork-shaped part; the suspension system constructed based on the actuator can quickly generate response force when the road conditions change, thereby realizing active adjustment of the up and down movement of the wheel.

[0168] In addition, according to different needs, the first connecting portion 6 can also be connected to the suspension lower wishbone 8, while the second connecting portion 7 is fixed to the vehicle body to adapt to different installation conditions and functional requirements.

[0169] For example, the main suspension structure uses an upper and lower wishbone structure, which are arranged horizontally along the horizontal direction of the wheel and installed between the vehicle body subframe and the wheel steering knuckle 10. The lower wishbone 8 is usually "A"-shaped, with a stable connection structure and strong support. It is the main load-bearing component and serves as the transmission path for the actuator thrust. The upper wishbone 9 is relatively short and is mainly used to guide the wheel trajectory and control the change of camber angle. The upper and lower wishbones 8 are connected to the vehicle body and steering knuckle 10 through ball joints or rubber bushings, which not only ensures flexible movement but also has good vibration reduction and noise isolation performance, and jointly constructs a highly responsive and stable wheel support mechanism.

[0170] The suspension system can also be equipped with an electronic control unit for coordinated control. Sensors collect real-time information about the vehicle's dynamic state, road conditions, and driver intent, and activate corresponding active actuators to deliver appropriate thrust, achieving closed-loop active control. During cornering, braking, acceleration, or navigating bumpy roads, the system automatically adjusts suspension stiffness and rebound rate, significantly suppressing vehicle pitch, roll, and vibration for enhanced ride comfort and handling stability.

[0171] The actuators in this suspension system utilize a segmented, decoupled connection. The mover assembly 2 and stator assembly 1 are independently mounted via a sliding connection, facilitating modular disassembly and upgrades. The entire suspension system also boasts excellent platform compatibility, making it suitable for new energy vehicles, off-road vehicles, and autonomous driving-capable smart vehicles. While maintaining a lightweight suspension system, it provides highly adjustable and responsive suspension control.

[0172] In summary, this embodiment organically integrates the actuator with the traditional double-wishbone suspension structure to construct a suspension system with adjustment capabilities. This not only optimizes the dynamic control performance and comfort experience of the entire vehicle, but also provides a solid technical foundation for body posture control and adaptation to complex working conditions in future autonomous driving systems.

[0173] Based on the same inventive concept, the present application further provides a vehicle comprising the aforementioned suspension system. The beneficial effects of the vehicle are the same as those of the suspension system in the aforementioned embodiment, and will not be described in detail.

[0174] As can be seen from the above description, the present application provides a linear motor, actuator and vehicle, wherein the linear motor includes a stator assembly 1 and a mover assembly 2, wherein the stator assembly 1 is composed of a stator housing 11, a stator end seat 12 and a plurality of armature coils 13 encapsulated in the side wall of the stator housing 11; the mover assembly 2 includes a mover housing 21 and a plurality of permanent magnets 22 encapsulated therein. The mover housing 21 is at least partially located in the accommodation space enclosed by the stator housing 11 and the stator end seat 12, and a sliding fit relationship is formed between the two. Under the electromagnetic action of the armature coil 13 and the permanent magnet 22, the axial reciprocating motion of the mover relative to the stator is realized. This motor changes the way in which the armature coil 13 is limited by the iron core 102 in the traditional linear motor, and instead realizes the integrated packaging and limiting of the armature coil 13 through the inner wall space of the stator housing 11. At the same time, the permanent magnet 22 is encapsulated inside the mover housing 21 instead of the traditional solution of running on the guide rail. By providing a direct sliding connection between the stator assembly 1 (including the armature coil 13) and the mover assembly 2 (including the permanent magnets 22), motion guidance and magnetic coupling are integrated. Furthermore, this linear motor eliminates the need for an iron core 102 and its interslot structure, as well as the guide rail component 101. This results in a more compact and concise structure, significantly reducing the overall size of the motor. This makes it particularly suitable for applications with limited installation space, such as wheel suspension systems.

[0175] Based on the linear motor, an actuator is further provided, in which a second elastic member 5 is additionally arranged and sleeved on the outside of the linear motor, with one end connected to the stator housing 11 and the other end connected to the mover housing 21, thereby introducing elastic buffering while achieving active thrust control, thereby improving the system's impact resistance and dynamic stability.

[0176] Based on this actuator, the actuator is further integrated into the suspension system, and a first connection part 6 is provided on the side of the stator end seat 12 away from the stator housing 11; a second connection part 7 is provided on the end of the mover housing 21 away from the stator end seat 12; the suspension body includes a lower fork arm 8; wherein, one of the first connection part 6 and the second connection part 7 is connected to the vehicle body, and the other is connected to the lower fork arm 8, so that the electromagnetic drive can directly act between the wheel and the vehicle body, forming a new suspension structure with active adjustment capability, which significantly improves the vehicle's vibration reduction performance and response capability.

[0177] Applying the above-mentioned suspension system to the vehicle platform and building a vehicle system with active suspension function will help improve the vehicle's driving smoothness, comfort and intelligent control capabilities under dynamic conditions, and is suitable for the development needs of intelligent driving and new energy vehicles.

[0178] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0179] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0180] While the present application has been described in conjunction with specific embodiments thereof, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art in light of the foregoing description.

[0181] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A linear motor, characterized in that: include: The stator assembly includes a stator end seat, a stator housing, and a first magnetic field component. A plurality of the first magnetic field components are located within the side wall of the stator housing and arranged along the axial direction of the stator housing. The stator end seat is provided at an open end of the stator housing and encloses the stator housing to form a receiving space. The mover assembly includes a mover housing and a second magnetic field component. Multiple second magnetic field components are located in the mover housing and arranged axially along the mover housing; at least part of the mover housing is located in the accommodating space and is slidingly connected to the stator housing so as to move axially relative to the stator housing under the electromagnetic action of the first magnetic field component and the second magnetic field component.

2. The linear motor according to claim 1, wherein: The mover assembly also includes a piston ring sleeved on the periphery of the mover housing. There is an annular air gap between the mover housing and the stator housing. The piston ring is located in the annular air gap and is used to seal the annular air gap to form a closed air chamber between the stator end seat, the stator housing and the mover housing.

3. The linear motor according to claim 2, wherein: The closed air chamber includes a first air chamber and a second air chamber; an end surface of the stator end seat close to the stator housing is recessed toward the inner side of the stator end seat along the axial direction of the mover housing to form a recessed seat wall; an end of the recessed seat wall close to the stator housing is provided with a diaphragm, and the diaphragm and the recessed seat wall are arranged to form the second air chamber; the diaphragm, stator housing, piston ring and mover housing are arranged to form the first air chamber; when the pressure in the first air chamber or the second air chamber reaches a preset threshold, the diaphragm opens to connect the first air chamber and the second air chamber.

4. The linear motor according to claim 3, characterized in that The diaphragm is provided with an explosion-proof valve structure, which includes a pressure relief channel penetrating the diaphragm, a rupture membrane layer covering the pressure relief channel, and a preset rupture groove provided on the surface of the rupture membrane layer; When the air pressure exceeds a preset threshold, the rupture film region surrounded by the preset rupture groove ruptures in a direction toward the air chamber where the air pressure is lower than the preset threshold, so as to connect the first air chamber and the second air chamber.

5. The linear motor according to claim 2, characterized in that: An end surface of the stator end seat close to the stator housing is recessed toward the inner side of the stator end seat along the axial direction of the mover housing to form a recessed seat wall. The recessed seat wall, the stator housing, the piston ring and the mover housing are surrounded to form the closed air chamber, and a first elastic component is provided in the closed air chamber.

6. The linear motor according to claim 5, characterized in that: The bottom wall of the recessed seat wall is a mounting plane, and one end of the first elastic member away from the mover housing is fixedly connected to the mounting plane.

7. The linear motor according to claim 5, characterized in that The recessed seat wall includes a bottom wall and an annular side wall arranged around the bottom wall. A mounting plate is also provided in the space formed by the bottom wall and the annular side wall, and the mounting plate is parallel to the bottom wall; a mounting ring groove is also provided on the annular side wall of the recessed seat wall for mounting and cooperating with the mounting plate; the end of the first elastic member away from the mover housing is fixedly connected to the mounting plate.

8. The linear motor according to claim 7, characterized in that: The mounting plate is rotatably connected to the mounting ring groove, and the first elastic component rotates along with the mounting plate.

9. The linear motor according to claim 3 or 5, characterized in that: The stator end seat includes an end cover and a terminal seat, one end of the terminal seat is connected to the end cover, and the other end extends toward the mover housing to form a joint; the joint is located in the accommodating space and fixedly connected to the stator housing.

10. The linear motor according to claim 9, characterized in that A wiring winding is provided in the wiring seat, and a wiring port connected to the wiring winding is provided on the wiring seat. The wiring winding is connected to a plurality of the first magnetic field components / second magnetic field components.

11. The linear motor according to claim 9, characterized in that An air inlet channel is provided in the stator end seat, an air inlet of the air inlet channel is located on the outer wall of the end cover or the terminal seat, and an air outlet of the air inlet channel is opened on the recessed seat wall and / or the inner wall of the joint.

12. The linear motor according to claim 11, characterized in that: An external air chamber is also provided, which is connected to the air inlet through an air pipe; a control valve is provided at the connection between the air pipe and the external air chamber. When the pressure in the closed air chamber reaches a preset threshold, the control valve opens to connect the external air chamber and the closed air chamber.

13. The linear motor according to claim 1, wherein A buffer seat is sleeved on the outer periphery of one end of the mover housing away from the stator end seat to limit its axial travel relative to the stator housing.

14. The linear motor according to claim 1, wherein The stator housing includes an outer housing and an inner housing connected to each other. An annular chamber is formed between the outer housing and the inner housing. The plurality of first magnetic field components are located in the annular chamber of the stator housing.

15. The linear motor according to claim 14, characterized in that A plurality of annular mounting grooves are arranged in the annular chamber along its axial direction, and a first magnetic field component is disposed in each of the annular mounting grooves.

16. The linear motor according to claim 1, characterized in that At least one of the stator housing, the mover housing and the stator end seat is provided with a pressure sensor, and the stator end seat is provided with a data port electrically connected to the pressure sensor; and / or, At least one of the stator housing and the mover housing is provided with a position sensor, and the stator end seat is provided with a data port electrically connected to the position sensor.

17. An actuator, characterized in that: include: A linear motor, wherein the linear motor is the linear motor according to any one of claims 1 to 16; A second elastic member is sleeved on the periphery of the linear motor, one end of the second elastic member is connected to the stator housing, and the other end of the second elastic member is connected to the mover housing.

18. A vehicle, characterized in that: include: Suspension system; The suspension system comprises the actuator according to claim 17, wherein a first connection portion is provided on a side of the stator end seat away from the stator housing; and a second connection portion is provided on an end of the mover housing away from the stator end seat; the main suspension structure, including the lower wishbone; Wherein, one of the first connecting portion and the second connecting portion is connected to the vehicle body, and the other is connected to the lower fork arm.

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