High-load-bearing active magnetic suspension automotive suspension
By adopting a linear motor structure with iron core and stator core using dual-actuator chips and stator core, and guiding components, the shortcomings of active suspension in terms of load-bearing capacity and response speed are solved, achieving high-frequency vibration suppression and energy-saving effects, and is suitable for heavy-duty working conditions of passenger cars and commercial vehicles.
Patent Information
- Application Number
- CN202511807154.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-03
- Publication Date
- 2026-01-27
AI Technical Summary
Existing active suspension systems have limitations in terms of load-bearing capacity, response speed, and comfort. In particular, traditional air suspension and hydraulic suspension systems occupy a large space, consume a lot of energy, and are difficult to cope with heavy loads and high-frequency vibrations.
The structure of the iron-core linear motor adopts a dual-actuator chip and stator core, combined with a high-strength aluminum alloy shell and guide components, to achieve high load-bearing capacity, wide-band vibration suppression and low energy consumption. It eliminates the need for air pumps and hydraulic systems, and controls electromagnetic force by precisely adjusting the current through an existing controller.
It achieves high load-bearing capacity, a 6-fold increase in response frequency, 60% energy saving, and a 30% reduction in space occupation, meeting the needs of heavy-duty working conditions and high-frequency vibration suppression, and improving ride comfort.
Smart Images
Figure CN121408415A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of active vehicle suspension technology, and more specifically, to a high-load-bearing active magnetic levitation vehicle suspension. Background Technology
[0002] With the development trend of vehicle electrification and intelligence, people have higher and higher requirements for vehicle safety and comfort. As a key force transmission mechanism between the vehicle body and wheels, the development of vehicle suspension has undergone iterative evolution from passive suspension to active suspension, and the performance requirements have been upgraded from "basic support" to "intelligent adjustment".
[0003] Passive suspension: With fixed stiffness and damping, it relies on a simple structure of coil springs and passive shock absorbers. Although it is low in cost, it cannot adapt to complex road conditions, has poor comfort and stability, and is only suitable for low-end models.
[0004] Semi-active suspension: While air suspension allows for stiffness adjustment, it suffers from slow response, high energy consumption, and complex structure. Air springs, which adapt to load requirements by changing stiffness, are commonly used in pickup trucks and vans, but their damping cannot be adjusted, thus limiting their performance.
[0005] Active suspension: Based on passive suspension, it adds adjustable stiffness and damping control devices to adapt to different loads, road conditions, and handling requirements, balancing ride comfort and stability. Its core objective is to reduce vehicle vertical acceleration, suspension dynamic deformation, and tire dynamic load. It typically uses air springs as the elastic component and requires an energy input device for adjustment.
[0006] While active suspension has become the industry's development direction, it still has significant limitations: The conflict between load-bearing capacity and space constraints: While existing air suspensions can evenly distribute axle loads, they rely on complex air pumps and piping systems, occupying a large space and exhibiting lag in stiffness adjustment response under heavy loads. Insufficient response frequency: Most domestic active suspension products can only address ride comfort issues below 5Hz, failing to cope with high-frequency vibrations on bumpy roads (such as gravel roads and continuously undulating surfaces). Energy consumption and structural complexity: Hydraulic-driven active suspensions are slow to respond and pose a risk of leakage; air suspensions require continuous air pressure maintenance, resulting in high energy consumption; and existing linear motor active suspensions, lacking a core structure, have insufficient load-bearing capacity and cannot meet the demands of commercial vehicles.
[0007] In summary, the vehicle market urgently needs a high-response, low-energy-consumption, high-load-bearing active suspension. Summary of the Invention
[0008] This invention addresses the technical problems existing in the prior art by providing a high-load-bearing active magnetic levitation vehicle suspension, which solves the limitations of existing suspensions in terms of load-bearing capacity, response speed, and comfort.
[0009] To achieve the above objectives, the present invention provides a high-load-bearing active magnetic levitation vehicle suspension, comprising a shell assembly, a drive assembly, and a guide assembly. The drive assembly is a linear motor structure with an iron core, and includes two symmetrically arranged moving chip elements and one stator core. The moving chip elements are fixed to the inner wall of the shell assembly by a detachable connection, and the two moving chip elements are arranged opposite each other in the horizontal direction. The stator core is nested between the two moving chip elements with a clearance fit, and the central axis of the stator core is collinear with the symmetrical center line of the two moving chip elements.
[0010] Based on the above technical solution, the present invention can be further improved as follows.
[0011] Preferably, the magnetic circuit parameters of the two moving chips are the same, including the core cross-sectional area, the number of winding turns and the permeability; and the two moving chips are symmetrically distributed about the central axis of the stator core.
[0012] Preferably, the driving component is a moving iron type magnetic levitation structure, the stator core is a moving part that moves in the vertical direction, and the mover chip is a fixed part that is stationary; the air gap uniformity error between the stator core and the two mover chips is ≤0.1mm.
[0013] Preferably, the outer shell assembly includes a top shell, a front shell, and a side shell, which are detachably connected and spliced by bolts to form a closed protective support cavity; the inner wall of the protective support cavity is provided with a non-slip and wear-resistant lining.
[0014] Preferably, the guide assembly includes a guide rail and a slider. The guide rail is a long strip structure, and its length direction is consistent with the movement direction of the stator core. The guide rail is detachably fixed to the two side walls of the stator core by screws and extends in a vertical direction. The slider is fixed inside the side housing and slides with the guide rail.
[0015] Preferably, the housing assembly is made of high-strength aluminum alloy, the slider is made of chrome-plated stainless steel, the guide rail is made of polytetrafluoroethylene, and both the inner and outer surfaces of the guide rail are provided with wear-resistant coatings.
[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: The iron-core linear motor, composed of a dual-actuator chip and a stator core, can achieve a stable lifting force of more than 5kN, meeting the heavy-duty requirements of most commercial vehicles. At the same time, it eliminates the complex components such as air pumps and pipelines of air suspension and cylinders and oil pipes of hydraulic suspension. The structural volume is smaller than that of traditional active suspension. It can be compatible with the layout differences between compact chassis of passenger cars and wide chassis of commercial vehicles. Moreover, the active output of the suspension can be precisely adjusted by existing controllers to achieve uniform axle load distribution. The high dynamic characteristics of the iron-core linear motor significantly improve the effective operating frequency of the suspension, covering low-frequency load adjustment for commercial vehicles and high-frequency vibration suppression for passenger vehicles. This is a significant improvement over mainstream domestic products, enhancing ride comfort. Magnetic levitation frictionless design is more energy-efficient than hydraulic active suspension and air suspension. Especially when combined with the DC output of new energy vehicles, it is easier to optimize control and kinetic energy recovery methods, thus extending the driving range of new energy vehicles. Attached Figure Description
[0017] Figure 1 This is an isometric view of one side of the overall structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the present invention; Figure 3 This is a schematic diagram of the slider and guide rail mating structure of the present invention; Figure 4 This is a schematic diagram of the moving chip structure of the present invention; Figure 5 Output limit test charts for this invention; Figure 6 The following is a test graph showing the response speed of the output force of this invention from 0 to 600 N: Figure 7 This is a test graph showing the response speed of the output force of this invention switching from -1500N to 1500N.
[0018] The meanings of the labels in the diagram are as follows: 1. Top shell; 2. Front shell; 3. Side shell; 4. Slider; 5. Stator core; 6. Mover chip; 7. Guide rail. Detailed Implementation
[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0020] Please see Figures 1-7 As shown, this embodiment provides a high-load-bearing active magnetic levitation vehicle suspension, which consists of a shell assembly, a drive assembly, and a guide assembly.
[0021] In summary, the improvements of this embodiment are: the combination of these features achieves high load-bearing capacity, wide-band vibration suppression, and low energy consumption, adapting to the heavy-duty operating conditions of passenger cars and commercial vehicles. At the same time, through clear structural parameter limitations and a detachable design, the practicality and ease of maintenance of the product are improved.
[0022] Based on the above, other structures also need to be disclosed in detail, such as: This suspension system uses the outer shell assembly as its basic support and protective carrier, comprising a top shell 1, a front shell 2, and side shells 3. These three are detachably connected by bolts to form a closed protective support cavity. The bolted connection facilitates later disassembly and maintenance, allowing for quick inspection or replacement of internal components and reducing maintenance costs. The closed cavity structure provides a stable mounting reference for the drive and guide components, ensuring precise positioning and secure assembly of each part. It also isolates the system from road impurities such as mud and gravel during driving, preventing wear or jamming of internal components due to intrusion and ensuring long-term stable operation. The inner wall of the protective support cavity is lined with a non-slip, wear-resistant layer, further enhancing the cavity's protective performance, reducing friction damage between internal components and the cavity's inner wall, and extending its overall service life. Furthermore, the outer shell assembly is made of high-strength aluminum alloy, achieving a lightweight design while meeting the vehicle's load-bearing and road impact requirements, reducing the overall weight of the vehicle chassis, and meeting the core automotive requirements for component weight reduction and energy conservation.
[0023] The drive assembly is the core component for achieving high load capacity and rapid response. It is a linear motor structure with an iron core, comprising two symmetrically arranged mover chips 6 and one stator core 5. The mover chips 6 are fixed to the inner wall of the housing assembly via detachable connections such as bolts and screws, allowing for easy disassembly and a secure connection. The two mover chips 6 are arranged opposite each other in a horizontal direction to ensure a reasonable magnetic field distribution. The stator core 5 is nested between the two mover chips 6 with a clearance fit. This clearance fit design ensures the flexibility of the stator core 5's movement while preventing jamming during operation. Furthermore, the central axis of the stator core 5 is collinear with the symmetrical center line of the two mover chips 6. This coaxial design further optimizes the magnetic circuit distribution and improves output stability. The magnetic circuit parameters of the two moving core chips 6 are completely identical. These parameters specifically include the core cross-sectional area, the number of winding turns, and the permeability. This parameter consistency ensures that the magnetic field strength generated by the two moving core chips 6 is the same. Furthermore, the two moving core chips 6 are symmetrically distributed about the central axis of the stator core 5, effectively avoiding output fluctuations caused by magnetic circuit imbalance and ensuring stable suspension output force throughout the entire process. The drive assembly adopts a moving-iron magnetic levitation structure, with the stator core 5 as the moving component moving in the vertical direction and the moving core chips 6 as the stationary component. Compared with the traditional moving-coil structure, this completely avoids electrical function failures caused by continuous bending of the conductors, significantly improving system reliability. At the same time, the uniformity error of the air gap between the stator core 5 and the two moving core chips 6 is strictly controlled to ≤0.1mm. This uniform air gap ensures the stability of electromagnetic force transmission and avoids excessively high or low local magnetic flux density, which could affect load-bearing performance. Furthermore, the gantry-mounted design of "6 dual-actuator chips + 5 single stator cores" significantly increases system thrust within the same volume and weight, enabling the suspension to achieve a maximum lifting force of over 5kN (e.g., Figure 5(As shown in the output limit test diagram), it meets the heavy-load requirements of most commercial vehicles and solves the defect of insufficient load-bearing capacity of existing linear motor active suspension.
[0024] like Figure 5 As shown, the test results show that the maximum output force of the magnetic levitation suspension can reach ±5.5kN, exceeding the design target of 5kN, and meeting the force adjustment requirements under heavy load conditions.
[0025] The guide assembly is used to precisely limit the movement trajectory of the stator core 5, ensuring the suspension adjustment accuracy and response speed. It includes a guide rail 7 and a slider 4. The guide rail 7 is a long strip structure, and its length direction is consistent with the movement direction (vertical direction) of the stator core 5. The guide rail 7 is detachably fixed to the two side walls of the stator core 5 by screws. The detachable design facilitates the replacement and maintenance of the guide rail 7. The guide rail 7 extends vertically and moves synchronously with the stator core 5, providing a clear vertical movement guide for the stator core 5. The slider 4 is fixed inside the side housing 3 and slides in cooperation with the guide rail 7. The close contact between the slider 4 and the guide rail 7 prevents the stator core 5 from shifting horizontally during movement, avoiding uneven air gap between the stator core 5 and the moving chip 6 due to shift, which could lead to magnetic circuit abnormalities or component collisions. Meanwhile, the slider 4 is made of chrome-plated stainless steel, which has the characteristics of high strength and high wear resistance. The guide rail 7 is made of polytetrafluoroethylene, and both the inner and outer surfaces of the guide rail 7 are coated with wear-resistant coatings. This combination of materials not only has a low coefficient of friction, which can reduce the resistance when the stator core 5 moves, shortening the suspension response time to about 5ms, and effectively covering the working frequency of 0-30Hz to meet the requirements of high-frequency vibration suppression; it can also extend the service life of the guide components and adapt to the wear conditions of long-term vehicle operation.
[0026] like Figure 6-7 As shown, the test data shows that the response time for the output force to increase from 0N to 600N is 5ms, the response time for switching from -1500N to 1500N is 4ms, and the overall response time is about 5ms, which verifies the high dynamic characteristics of the system.
[0027] In practical applications, this suspension system can be used with existing suspension controllers in the automotive field to achieve active adjustment functions. These controllers collect road condition, load, and vehicle posture data through vehicle attitude sensors (such as vertical acceleration sensors and displacement sensors), and output control signals to adjust the current of the linear motor with an iron core, thereby controlling the movement state of the stator core 5. It should be noted that the aforementioned controller falls within the scope of existing technology and is not a core technical feature of this application. Therefore, its electrical connections and specific circuit structure will not be elaborated upon here. The innovation of this application lies in the structural design of the housing assembly, drive assembly, and guide assembly. Through optimized coordination of these three components, it overcomes the limitations of existing active suspensions, such as "weak load-bearing capacity, low response frequency, and large space occupation." Compared to traditional air suspensions, this system eliminates complex components such as air pumps and pipelines, reducing space occupation by more than 30% and saving 40% in energy. Compared to hydraulic active suspensions, it eliminates leakage risk and saves 60% in energy, while increasing the effective operating frequency by 6 times, covering the dynamic attitude control under heavy load conditions and the high-frequency vibration suppression requirements of complex road conditions.
[0028] In summary, the workflow of this solution is as follows: Existing vehicle attitude sensors (such as vertical acceleration sensors and displacement sensors) collect data such as the vehicle's vertical acceleration and suspension travel during vehicle operation and transmit them to the existing automotive suspension controller; the controller generates a control signal based on the collected data and in conjunction with preset control logic (such as PID control algorithm), and this control signal is used to adjust the energizing current of the linear motor with an iron core.
[0029] The motor drive module inputs current into the winding of the mover chip 6, which generates an alternating magnetic field that interacts with the stator core 5 to produce an electromagnetic force. Since the stator core 5's movement trajectory is restricted by the guide rail 7 and the slider 4, and the air gap uniformity error between the stator core 5 and the mover chip 6 is ≤0.1mm, the electromagnetic force can stably push the stator core 5 to move vertically. In heavy-load conditions (such as fully loaded commercial vehicle transport): the controller outputs a larger current through the motor drive module, and the mover chip 6 generates a larger electromagnetic force, pushing the stator core 5 upwards to provide stable support for the vehicle body, preventing excessive suspension compression and maintaining vehicle height stability. In high-frequency vibration conditions (such as driving on gravel roads): the controller outputs alternating current, and the mover chip 6 generates an alternating electromagnetic force, pushing the stator core 5 to move rapidly up and down (response time approximately 5ms), offsetting high-frequency impacts from the road surface, reducing vehicle vibration, and improving ride comfort.
[0030] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.
Claims
1. A high-load-bearing active magnetic levitation vehicle suspension, characterized in that: The device includes a housing assembly, a drive assembly, and a guide assembly. The drive assembly is a linear motor structure with an iron core and includes two symmetrically arranged moving chip (6) and one stator core (5). The moving chip (6) is fixed to the inner wall of the housing assembly by a detachable connection. The two moving chips (6) are arranged opposite each other in the horizontal direction. The stator core (5) is nested between the two moving chips (6) with a clearance fit, and the central axis of the stator core (5) is collinear with the symmetrical center line of the two moving chips (6).
2. The high-load-bearing active magnetic levitation vehicle suspension according to claim 1, characterized in that: The magnetic circuit parameters of the two moving chips (6) are consistent, including the core cross-sectional area, the number of winding turns and the permeability; and the two moving chips (6) are symmetrically distributed with the central axis of the stator core (5) as the axis of symmetry.
3. The high-load-bearing active magnetic levitation vehicle suspension according to claim 1, characterized in that: The drive assembly is a moving iron type magnetic levitation structure. The stator core (5) is a moving part that moves in the vertical direction, and the moving chip (6) is a fixed part that is stationary. The air gap uniformity error between the stator core (5) and the two moving chips (6) is ≤0.1mm.
4. The high-load-bearing active magnetic levitation vehicle suspension according to claim 1, characterized in that: The outer shell assembly includes a top shell (1), a front shell (2) and a side shell (3), which are detachably connected by bolts to form a closed protective support cavity; the inner wall of the protective support cavity is provided with a non-slip and wear-resistant lining.
5. The high-load-bearing active magnetic levitation vehicle suspension according to claim 4, characterized in that: The guide assembly includes a guide rail (7) and a slider (4). The guide rail (7) is a long strip structure, and its length direction is consistent with the movement direction of the stator core (5). The guide rail (7) is detachably fixed to the two side walls of the stator core (5) by screws and extends in the vertical direction. The slider (4) is fixed inside the side shell (3) and slides with the guide rail (7).
6. The high-load-bearing active magnetic levitation vehicle suspension according to claim 5, characterized in that: The outer shell assembly is made of high-strength aluminum alloy, the slider (4) is made of chrome-plated stainless steel, the guide rail (7) is made of polytetrafluoroethylene, and the inner and outer surfaces of the guide rail (7) are provided with wear-resistant coatings.