Intelligent automobile electromagnetic suspension and control method

Abstract

The invention discloses an intelligent automobile electromagnetic suspension and a control method. The intelligent automobile electromagnetic suspension comprises a cylinder barrel assembly, a piston assembly and a temperature control assembly. The cylinder barrel assembly is formed by coaxially sleeving an inner cylinder barrel and an outer cylinder barrel, the inner cylinder barrel hermetically accommodates hydraulic oil, and a spiral induction coil is fixed on the inner wall of the outer cylinder barrel; the piston assembly comprises an upper permanent magnet piston and a lower permanent magnet piston which are arranged in a homopolar opposite mode, and the relative movement of the upper permanent magnet piston and the lower permanent magnet piston generates induced current to achieve electromagnetic damping and vibration energy recovery. A spiral transmission mechanism is arranged between the upper piston and the lower piston and drives the spoiler blades to rotate so as to forcibly and uniformly stir the hydraulic oil; the temperature control assembly adopts a semiconductor chilling plate, the hydraulic oil is heated or cooled by switching the power supply polarity, and the working temperature of the hydraulic oil is dynamically maintained. Triple mechanisms of hydraulic damping, electromagnetic induction and active temperature control are fused, the problem of performance instability caused by oil temperature drift is effectively solved, meanwhile, energy recovery and self-adaptive optimization of suspension performance under all working conditions are achieved, and the comfort, the control stability and the energy efficiency level of a vehicle are remarkably improved.

Description

Technical Field

[0001] This invention relates to the technical field of automotive suspension systems, specifically to an intelligent automotive electromagnetic suspension and control method. Background Technology

[0002] Currently, automotive suspension systems commonly use hydraulic shock absorbers as the core damping element. Their working principle relies on the viscous resistance generated when hydraulic oil flows through throttle orifices or valve systems. However, the viscosity of hydraulic oil is highly sensitive to temperature: in cold environments (such as winter or high-altitude areas), the oil viscosity increases significantly, leading to excessive damping force, sluggish and overly stiff suspension response, reduced vehicle vibration damping, and severely compromised ride comfort. Conversely, in high-temperature environments or during prolonged driving on bumpy roads, the hydraulic oil's temperature rises due to continuous shear heat, its viscosity decreases, and the damping force diminishes, making the suspension "softer," increasing body sway, and significantly deteriorating handling stability and roll control. This "hard in winter, soft in summer" performance drift problem has long plagued traditional passive hydraulic shock absorbers, making it difficult to meet the demands of modern automobiles for a consistent driving experience across all climates and operating conditions.

[0003] Furthermore, existing shock absorber structures are mostly closed hydraulic chambers, lacking an active mixing mechanism for the internal oil, which easily leads to localized temperature gradients—for example, the oil temperature is higher in the piston reciprocating motion area, while the temperature is lower in the cylinder edge area. This uneven temperature field further results in uneven distribution of damping force, affecting the linearity and predictability of the suspension response.

[0004] Meanwhile, traditional shock absorbers dissipate almost all of the energy absorbed from road vibrations as heat, failing to achieve energy recovery and resulting in energy waste, which is inconsistent with the current development trend of vehicle electrification and decarbonization. Although some high-end models have introduced electromagnetic damping or electronically controlled valve technology, most solutions only focus on damping force adjustment and do not systematically integrate from the perspective of oil thermal management and energy regeneration, especially lacking active bidirectional control and global uniformity of hydraulic oil temperature.

[0005] Therefore, there is an urgent need for a new type of suspension structure that integrates intelligent temperature control, electromagnetic energy recovery and hydraulic damping optimization to fundamentally solve the problem of performance instability caused by oil temperature changes and improve the overall vehicle energy efficiency and intelligence level. Summary of the Invention

[0006] The purpose of this invention is to provide an intelligent automotive electromagnetic suspension to solve the technical problems of existing hydraulic shock absorbers, such as unstable damping characteristics due to oil temperature drift, inability to balance comfort and handling, and lack of energy recovery capability.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: An intelligent automotive electromagnetic suspension includes a cylinder assembly 10, a piston assembly 20, and a temperature control assembly 30; The cylinder assembly 10 includes an inner cylinder 101 and an outer cylinder 105 coaxially sleeved together. The inner cylinder 101 is sealed with hydraulic oil, and a spiral induction coil 106 is coaxially fixed on the inner wall of the outer cylinder 105. The piston assembly 20 includes an upper piston 201 and a lower piston 203 that are slidably disposed in the inner cylinder 101. The upper piston 201 and the lower piston 203 are both made of permanent magnet material and are arranged in a manner with the same pole facing each other to form a mutually repulsive magnetic field. The induction coil 106 is electrically connected to the vehicle power supply and is used to cut magnetic field lines during the reciprocating motion of the piston to generate induced current and realize vibration energy recovery. The upper piston 201 is fixedly connected to an upwardly extending piston rod 213 at its middle. Multiple circumferentially distributed helical transmission mechanisms are provided between the upper piston 201 and the lower piston 203. Multiple circumferentially distributed baffles 212 are provided below the lower piston 203. Each baffle 212 is connected to a corresponding helical transmission mechanism. When the upper piston 201 and the lower piston 203 undergo relative axial displacement, the baffles 212 are driven to rotate around their axis to forcibly agitate the hydraulic oil, thereby improving the uniformity of the temperature field of the hydraulic oil in the cylinder. The temperature control component 30 includes a semiconductor cooling chip 301. The semiconductor cooling chip 301 switches the polarity of its power supply so that its cold end or hot end is thermally coupled to the inner cylinder 101, thereby selectively cooling or heating the hydraulic oil. This allows for dynamic adjustment of the hydraulic oil's operating temperature based on ambient temperature or driving conditions, thereby regulating the damping characteristics and stiffness of the suspension system. Preferably, the upper piston 201 has a plurality of conical oil passage holes 201a evenly distributed circumferentially, and a plurality of cylindrical mounting holes 201b on its lower end face, and two axially spaced sealing rings 202 on its outer circumferential surface; the lower piston 203 has a plurality of conical oil passage holes 203a evenly distributed circumferentially, and a one-way valve 206 is connected to the lower end of each oil passage hole 203a; the upper piston 201 has a pressure relief rod 207 coaxially arranged directly above each oil passage hole 203a, which is used to open the corresponding one-way valve 206 during the compression stroke to achieve pressure relief; the upper end face of the lower piston 203 has a plurality of cylindrical mounting holes 203b, and two axially spaced sealing rings 204 are arranged on its outer circumferential surface; each mounting hole 201b is coaxially aligned with the corresponding mounting hole 203b and is elastically connected by a vertically arranged rectangular spring 205.

[0008] Preferably, a guide rod 208 is coaxially fixedly connected to the middle of each of the first mounting holes 201b, and a pair of sliding blocks 209 are symmetrically connected to the bottom end of the guide rod 208; a guide tube 211 is rotatably supported in the middle of each of the second mounting holes 203b by a sealed bearing 210, and a pair of spiral sliding grooves 211a are symmetrically provided on the inner wall of the guide tube 211; each of the sliding blocks 209 is slidably engaged in the corresponding sliding groove 211a to form a spiral transmission mechanism; a baffle blade 212 is fixedly connected to the lower end of each of the guide tubes 211, so that the relative axial movement of the upper piston 201 and the lower piston 203 is converted into the rotational movement of the baffle blade 212 through the spiral pair.

[0009] Preferably, the cold end of the thermoelectric cooler 301 is attached to a cooling plate 303, and the hot end is attached to a heat sink 304. The thermoelectric cooler 301 is embedded in an insulating plate 302. A mounting cover 305 and a mounting cover 307 are respectively provided on the outer sides of the cooling plate 303 and the heat sink 304. An air inlet 305a and an air outlet 305b are respectively provided on the side and bottom surfaces of the mounting cover 305. A brushless motor 3 is installed inside the air inlet 305a. 06. The side and top surfaces of the mounting cover 307 are respectively provided with an air inlet 307a and an air outlet 307b. A brushless motor 308 is installed in the air inlet 307a. The upper and lower ends of the outer cylinder 105 are respectively provided with an air inlet 105a and an air outlet 105b. A rubber sleeve 309 is coaxially sleeved on the outside of the piston rod 213. The rubber sleeve 309 is sealed between the air inlet 105a and the air outlet 305b to form a closed channel.

[0010] Preferably, the bottom surface of the first mounting cover 305 is coaxially fixedly connected to the upper end of the piston rod 213, and the top surface of the second mounting cover 307 is coaxially fixed with an assembly plate 310, which is detachably connected to the vehicle frame by assembly screws 311.

[0011] Preferably, the outer side of the inner cylinder 101 is uniformly provided with heat-conducting fins 104 along the circumferential direction.

[0012] Preferably, a connecting ring 102 is fixedly connected to the bottom end of the inner cylinder 101, and the connecting ring 102 is hinged to the lower control arm of the vehicle suspension system through a rubber bushing 103.

[0013] Preferably, the induction coil 106 is electrically connected to the vehicle battery or energy storage battery.

[0014] Preferably, a spring seat 107 is coaxially fixedly connected to the upper or middle part of the outer cylinder 105, and a suspension spring 40 is provided between the spring seat 107 and the mounting cover 305.

[0015] This invention also provides a control method for this intelligent automotive electromagnetic suspension, comprising the following steps: S1. Real-time acquisition of ambient temperature, road surface excitation signal, and hydraulic oil temperature data; S2. Determine whether the current hydraulic oil temperature deviates from the preset operating temperature range T1, T2; S3. If the hydraulic oil temperature is lower than T1, control the current direction of the semiconductor cooling chip 301 so that it generates an exothermic effect on the side thermally coupled with the inner cylinder 101 to heat the hydraulic oil. S4. If the hydraulic oil temperature is higher than T2, the current direction of the semiconductor cooling chip 301 is controlled so that it generates a heat absorption effect on the side thermally coupled with the inner cylinder 101 to cool the hydraulic oil; S6. The induced current generated by the reciprocating motion of the permanent magnet piston in the induction coil 106 is used to form a passive electromagnetic damping that is proportional to the motion speed, and the recovered electrical energy is stored in the vehicle energy storage device. S7. Based on the vehicle's driving status, coordinate hydraulic damping characteristics, temperature control strategy and electromagnetic damping effect to maintain the dynamic stability and ride comfort of the suspension system under all working conditions. S8. Continuously execute steps S1-S7 to achieve adaptive adjustment of suspension performance.

[0016] Compared with the prior art, the present invention has the following advantages: 1. Significantly improved damping stability under all operating conditions: The temperature control component uses a semiconductor cooling chip, which can dynamically switch between heating / cooling modes according to ambient temperature or real-time oil temperature, precisely maintaining the hydraulic oil within the optimal operating temperature range (e.g., 40–60℃), fundamentally eliminating the "hard in winter, soft in summer" phenomenon caused by viscosity drift. At the same time, the turbulence blades driven by the relative displacement of the piston forcefully agitate the hydraulic oil, effectively breaking the local thermal boundary layer, ensuring a highly uniform temperature field inside the cylinder, and making the damping characteristics consistent and predictable throughout the entire stroke, significantly improving the dynamic response accuracy and reliability of the suspension.

[0017] 2. Enhanced energy recovery and multi-source coordinated control capabilities: The permanent magnet piston and the spiral induction coil constitute a high-efficiency electromagnetic power generation unit. It can generate electricity without external power supply during vehicle bumps, converting vibration kinetic energy into electrical energy and storing it in the vehicle battery to achieve energy regeneration. Combined with the closed-loop coordinated control of hydraulic damping, electromagnetic damping and temperature control strategy, the system can intelligently allocate the action weight of each subsystem according to different road conditions. For example, when cornering at high speed, the electromagnetic damping is strengthened to improve support, while when bumping at low speed in the city, hydraulic comfort is emphasized and temperature control is activated to maintain oil temperature. Thus, ride comfort, handling stability and energy efficiency are optimized on a single hardware platform at the same time, reflecting a highly integrated and intelligent suspension design concept. Attached Figure Description

[0018] Figure 1 This is a three-dimensional schematic diagram showing the entire invention cut apart.

[0019] Figure 2 This is a three-dimensional schematic diagram of the invention without any cross-section.

[0020] Figure 3 A three-dimensional schematic diagram showing the cylinder assembly cut open as a whole.

[0021] Figure 4 This is a three-dimensional schematic diagram of the inner cylinder block in the cylinder assembly.

[0022] Figure 5 This is a first-person 3D schematic diagram of the piston assembly.

[0023] Figure 6 This is a 3D schematic diagram of the piston assembly from a second-view perspective.

[0024] Figure 7 This is a first-person view of the explosion of a portion of the piston assembly.

[0025] Figure 8 This is a partial second-view explosion diagram of the piston assembly.

[0026] Figure 9 This is a partial third-person view of the explosion of the piston assembly.

[0027] Figure 10 This is a 3D schematic diagram of the piston assembly as a whole.

[0028] Figure 11 This is a schematic diagram of a partial explosion of the piston assembly.

[0029] in: 10-Cylinder assembly; 101-Inner cylinder; 102-Connecting ring; 103-Rubber bushing; 104-Heat-conducting fins; 105-Outer cylinder; 105a-Air inlet; 105b-Air outlet; 106-Induction coil; 107-Spring seat; 20-Piston assembly; 201-Upper piston; 201a-Oil passage hole one; 201b-Mounting hole one; 202-Sealing ring one; 203-Lower piston; 203a-Oil passage hole two; 203b-Mounting hole two; 204-Sealing ring two; 205-Rectangular spring; 206-One-way valve; 207-Pressure relief rod; 208-Guide rod; 209-Sliding block; 210-Sealed bearing; 211-Guide tube; 211a-Sliding groove; 212-Breakthrough vane; 213-Piston rod; 30-Temperature control component; 301-Semiconductor cooling chip; 302-Insulation board; 303-Cooling plate; 304-Heat dissipation plate; 305-Mounting cover one; 305a-Air inlet one; 305b-Air outlet one; 306-Brushless motor one; 307-Mounting cover two; 307a-Air inlet two; 307b-Air outlet two; 308-Brushless motor two; 309-Rubber sleeve; 310-Assembly plate; 311-Assembly screw; 40 - Suspension springs. Detailed Implementation

[0030] To make the technical means, creative features, achieved objectives, and effects of this invention readily understandable, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it.

[0031] like Figures 1 to 11 As shown, this embodiment provides an intelligent automotive electromagnetic suspension, including a cylinder assembly 10, a piston assembly 20, and a temperature control assembly 30; The cylinder assembly 10 includes an inner cylinder 101 and an outer cylinder 105 coaxially sleeved together. The inner cylinder 101 is sealed with hydraulic oil, and a spiral induction coil 106 is coaxially fixed on the inner wall of the outer cylinder 105. This double-layer cylinder structure physically isolates the hydraulic working chamber from the electromagnetic functional module, avoiding interference from fluid disturbances to electromagnetic induction. At the same time, the spirally wound induction coil can effectively increase the magnetic flux cutting area and significantly improve the vibration energy recovery efficiency.

[0032] The piston assembly 20 includes an upper piston 201 and a lower piston 203 that are slidably disposed within the inner cylinder 101. Both the upper piston 201 and the lower piston 203 are made of permanent magnet material and are arranged with the same poles facing each other to form a mutually repulsive magnetic field. The induction coil 106 is electrically connected to the vehicle power supply and is used to cut magnetic field lines during the reciprocating motion of the piston to generate an induced current, thereby realizing vibration energy recovery. The arrangement of the permanent magnet pistons with the same poles facing each other not only generates a passive electromagnetic damping force to suppress vehicle body sway, but also realizes self-generated energy recovery when there is no external power supply, thereby improving the system's energy efficiency and sustainability.

[0033] The upper piston 201 is fixedly connected to an upwardly extending piston rod 213 at its center. Multiple circumferentially distributed helical transmission mechanisms are provided between the upper piston 201 and the lower piston 203. Multiple circumferentially distributed baffles 212 are provided below the lower piston 203. Each baffle 212 is connected to a corresponding helical transmission mechanism. When the upper piston 201 and the lower piston 203 undergo relative axial displacement, the baffles 212 are driven to rotate around their axis, forcibly agitating the hydraulic oil to improve the temperature uniformity of the hydraulic oil within the cylinder. The rotation of the baffles 212 is driven by the suspension's own motion, achieving active mixing of the hydraulic oil without an additional power source, effectively eliminating local temperature differences and ensuring stable and consistent damping characteristics.

[0034] The temperature control component 30 includes a semiconductor cooling chip 301. The semiconductor cooling chip 301 switches the polarity of its power supply, selectively coupling its cold or hot end to the inner cylinder 101, thereby selectively cooling or heating the hydraulic oil. This dynamically adjusts the working temperature of the hydraulic oil according to ambient temperature or driving conditions, thereby regulating the damping characteristics and stiffness of the suspension system. Through bidirectional active temperature control, the "hard in winter, soft in summer" problem caused by oil temperature drift in traditional hydraulic shock absorbers is overcome, achieving consistent and reliable suspension performance under all climates and driving conditions.

[0035] In this embodiment, the upper piston 201 has a plurality of conical oil passage holes 201a evenly distributed circumferentially, and a plurality of cylindrical mounting holes 201b are provided on its lower end face. Two axially spaced sealing rings 202 are provided on its outer circumferential surface. The lower piston 203 has a plurality of conical oil passage holes 203a evenly distributed circumferentially. A one-way valve 206 is connected to the lower end of each oil passage hole 203a. A pressure relief rod 207 is coaxially provided above each oil passage hole 203a on the upper piston 201, used to open the corresponding one-way valve 206 during the compression stroke to relieve pressure. The upper end face of the lower piston 203 has a plurality of cylindrical mounting holes 203b, and two axially spaced sealing rings 204 are provided on its outer circumferential surface. Each mounting hole 201b is coaxially aligned with its corresponding mounting hole 203b and is elastically connected by a vertically arranged rectangular spring 205. During the compression stroke, piston rod 213 pushes upper piston 201 downward. Hydraulic oil between the upper and lower pistons quickly transfers to the upper chamber through oil passage 1 201a. Simultaneously, rectangular spring 205 is compressed and stores energy, providing a buffering effect. When pressure relief rod 207 contacts and pushes down check valve 206, the valve body opens, and hydraulic oil below lower piston 203 flows rapidly upward through oil passage 203a, causing the upper and lower pistons to move downward synchronously, achieving primary damping and impact absorption. During the rebound stroke, piston rod 213 drives upper piston 201 upward. Hydraulic oil in the upper chamber flows slowly to the lower chamber through oil passage 1 201a at a small flow rate, forming damping resistance. At this time, check valve 206 automatically opens under the action of pressure difference, and hydraulic oil between the upper and lower pistons slowly flows back to the lower chamber through oil passage 203a. Simultaneously, rectangular spring 205 releases its stored energy, assisting piston reset, so that the upper and lower pistons return to their initial positions synchronously, ensuring a smooth and controllable rebound process. This structure achieves differentiated damping characteristics during compression and rebound strokes through asymmetric oil passage, coordinated control of a one-way valve and pressure relief rod, and energy storage-release mechanism of rectangular springs. It effectively balances impact absorption capacity and rebound stability, significantly improving the dynamic response performance and ride comfort of the suspension system.

[0036] In this embodiment, a guide rod 208 is coaxially fixedly connected to the middle of each of the first mounting holes 201b, and a pair of sliding blocks 209 are symmetrically connected to the bottom end of the guide rod 208; a guide tube 211 is rotatably supported in the middle of each of the second mounting holes 203b through a sealed bearing 210, and a pair of spiral sliding grooves 211a are symmetrically provided on the inner wall of the guide tube 211; each of the sliding blocks 209 is slidably engaged in the corresponding sliding groove 211a, forming a spiral transmission mechanism; a baffle vane 212 is fixedly connected to the lower end of each of the guide tubes 211, so that the relative axial movement of the upper piston 201 and the lower piston 203 is converted into the rotational movement of the baffle vane 212 through the spiral pair. The spiral pair structure efficiently converts small axial displacement into rotational motion, with reliable transmission and no backlash, ensuring that the baffle vane 212 can stably agitate the hydraulic oil under any stroke, thus enhancing the temperature control effect.

[0037] In this embodiment, a cooling plate 303 is attached to the cold end of the semiconductor cooling chip 301, and a heat sink 304 is attached to the hot end. The semiconductor cooling chip 301 is embedded in an insulating plate 302. A mounting cover 305 and a mounting cover 307 are respectively provided on the outer sides of the cooling plate 303 and the heat sink 304. An air inlet 305a and an air outlet 305b are respectively provided on the side and bottom surfaces of the mounting cover 305. A brushless motor is installed inside the air inlet 305a. 306. The side and top surfaces of the mounting cover 307 are respectively provided with an air inlet 307a and an air outlet 307b. A brushless motor 308 is installed inside the air inlet 307a. The upper and lower ends of the outer cylinder 105 are respectively provided with an air inlet 105a and an air outlet 105b. A rubber sleeve 309 is coaxially sleeved on the outside of the piston rod 213. The rubber sleeve 309 is sealed between the air inlet 105a and the air outlet 305b, forming a closed channel. The insulation plate 302 isolates the hot and cold ends to prevent thermal short circuits, and the dual-fan forced convection significantly improves heat exchange efficiency. The closed air duct formed by the rubber sleeve 309 ensures the directional flow of cooling airflow and prevents the intrusion of mud, water and dust, thus balancing performance and protection.

[0038] In this embodiment, the bottom surface of mounting cover 305 is coaxially fixedly connected to the upper end of piston rod 213, and the top surface of mounting cover 307 is coaxially fixed with mounting plate 310. The mounting plate 310 is detachably connected to the vehicle frame by mounting screws 311. The overall modular installation structure facilitates rapid assembly and maintenance, while rigidly connecting the temperature control component 30 to the vehicle body to avoid vibration interfering with thermal management stability.

[0039] In this embodiment, heat-conducting fins 104 are uniformly provided circumferentially on the outer side of the inner cylinder 101. The heat-conducting fins 104 significantly increase the contact area between the cylinder and the cooling airflow (or heating airflow), enhance heat conduction efficiency, and shorten the temperature control response time.

[0040] In this embodiment, a connecting ring 102 is fixedly connected to the bottom end of the inner cylinder 101. The connecting ring 102 is hinged to the lower control arm of the vehicle suspension system via a rubber bushing 103. The rubber bushing 103 effectively isolates high-frequency road vibrations from being transmitted to the vehicle body, improving ride comfort, while allowing the suspension to swing normally and ensuring freedom of movement.

[0041] In this embodiment, the induction coil 106 is electrically connected to the vehicle battery or energy storage battery. The recovered electrical energy can be directly stored or used in the vehicle's low-voltage system, reducing overall vehicle energy consumption and embodying the concept of green and energy-saving design.

[0042] In this embodiment, a spring seat 107 is coaxially fixedly connected to the upper or middle part of the outer cylinder 105, and a suspension spring 40 is provided between the spring seat 107 and the mounting cover 305. The suspension spring 40 is coaxially integrated with the electromagnetic hydraulic shock absorber, which has a compact structure, saves installation space, and ensures that the force transmission path is aligned, reducing off-center wear.

[0043] In this embodiment, the present invention also provides a control method for such intelligent automotive electromagnetic suspension, comprising the following steps: S1. Real-time acquisition of ambient temperature, road surface excitation signal, and hydraulic oil temperature data; S2. Determine whether the current hydraulic oil temperature deviates from the preset operating temperature range T1, T2; S3. If the hydraulic oil temperature is lower than T1, control the current direction of the semiconductor cooling chip 301 so that it generates an exothermic effect on the side thermally coupled with the inner cylinder 101 to heat the hydraulic oil. S4. If the hydraulic oil temperature is higher than T2, the current direction of the semiconductor cooling chip 301 is controlled so that it generates a heat absorption effect on the side thermally coupled with the inner cylinder 101 to cool the hydraulic oil; S6. The induced current generated by the reciprocating motion of the permanent magnet piston in the induction coil 106 is used to form a passive electromagnetic damping that is proportional to the motion speed, and the recovered electrical energy is stored in the vehicle energy storage device. S7. Based on the vehicle's driving status, coordinate hydraulic damping characteristics, temperature control strategy and electromagnetic damping effect to maintain the dynamic stability and ride comfort of the suspension system under all working conditions. S8. Continuously execute steps S1-S7 to achieve adaptive adjustment of suspension performance.

[0044] This closed-loop control strategy integrates multi-source sensor information to achieve "perception-decision-execution" integration, enabling the suspension system to always operate at its optimal performance window under different climates and road conditions, significantly improving handling, comfort, and energy efficiency.

[0045] The working principle of the intelligent automotive electromagnetic suspension in this invention: The working process of this invention integrates three major mechanisms: hydraulic damping, electromagnetic induction, and active temperature control, to synergistically achieve high-performance suspension control. During vehicle operation, road surface excitation causes relative motion between the vehicle body and wheels, driving piston rod 213 to drive upper piston 201 to slide axially within inner cylinder 101. Since the upper and lower pistons 201 and 203 are arranged with the same poles opposite each other, their relative motion causes the permanent magnet to continuously cut the spiral induction coil 106 on the inner wall of outer cylinder 105, generating an induced electromotive force proportional to the speed of motion. On the one hand, this forms a passive electromagnetic damping force to suppress vehicle body sway; on the other hand, it converts vibration energy into electrical energy and stores it in the on-board energy storage device, achieving energy recovery.

[0046] Meanwhile, the relative displacement between the upper and lower pistons is converted into the rotational motion of the turbulence-inducing blades 212 through a helical transmission mechanism consisting of guide rod 208, sliding block 209, guide tube 211, and helical sliding groove 211a. This forcefully agitates the hydraulic oil, eliminates local temperature differences, and ensures a uniform oil temperature field. The temperature control component 30, based on the real-time collected hydraulic oil temperature, selectively heats or cools the inner cylinder 101 by switching the polarity of the semiconductor cooling chip 301, maintaining the oil temperature stably within a preset optimal working range, such as 40-60℃. This ensures constant hydraulic viscosity and prevents the damping characteristics from drifting with changes in environment or operating conditions.

[0047] During the compression stroke, the pressure relief rod 207 opens the one-way valve 206, enabling rapid pressure relief and impact absorption. During the rebound stroke, the one-way valve 206 closes, and hydraulic oil slowly flows back through the throttle orifice, creating high damping to suppress rebound overshoot. The rectangular spring 205 stores energy during compression and releases energy during rebound, assisting the piston in synchronous reset and improving response smoothness. The entire system achieves adaptive optimization of suspension performance under all weather and road conditions through closed-loop control of "sensing-decision-execution," dynamically coordinating the triple effects of hydraulics, electromagnetics, and temperature control, while balancing handling stability, ride comfort, and energy efficiency.

[0048] Therefore, the disclosed embodiments described above are merely illustrative in all respects and are not exhaustive. All modifications within the scope of this invention or its equivalents are included in this invention.

Claims

1. An intelligent automotive electromagnetic suspension, characterized in that: Includes cylinder assembly (10), piston assembly (20) and temperature control assembly (30); The cylinder assembly (10) includes an inner cylinder (101) and an outer cylinder (105) coaxially sleeved. The inner cylinder (101) is sealed with hydraulic oil, and a spiral induction coil (106) is coaxially fixed on the inner wall of the outer cylinder (105). The piston assembly (20) includes an upper piston (201) and a lower piston (203) that are slidably disposed in the inner cylinder (101) along the axial direction. The upper piston (201) and the lower piston (203) are both made of permanent magnet material and are arranged in a manner with the same pole facing each other to form a magnetic field that repels each other. The induction coil (106) is electrically connected to the vehicle power supply and is used to cut magnetic field lines during the reciprocating motion of the piston to generate induced current and realize vibration energy recovery. The upper piston (201) is fixedly connected to an upwardly extending piston rod (213) in the middle. Multiple circumferentially distributed helical transmission mechanisms are provided between the upper piston (201) and the lower piston (203). Multiple circumferentially distributed baffles (212) are provided below the lower piston (203). Each baffle (212) is connected to the corresponding helical transmission mechanism. When the upper piston (201) and the lower piston (203) undergo relative axial displacement, the baffles (212) are driven to rotate around their axis to forcibly agitate the hydraulic oil, thereby improving the temperature field uniformity of the hydraulic oil in the cylinder. The temperature control component (30) includes a semiconductor cooling chip (301). The semiconductor cooling chip (301) switches the polarity of the power supply electrode so that its cold end or hot end is thermally coupled to the inner cylinder (101), thereby selectively cooling or heating the hydraulic oil. This allows for dynamic adjustment of the working temperature of the hydraulic oil according to the ambient temperature or driving conditions, thereby controlling the damping characteristics and stiffness of the suspension system.

2. The intelligent automotive electromagnetic suspension according to claim 1, characterized in that: The upper piston (201) has a plurality of conical oil passage holes (201a) evenly distributed circumferentially, and a plurality of cylindrical mounting holes (201b) on its lower end face. Two axially spaced sealing rings (202) are also provided on its outer circumferential surface. The lower piston (203) has a plurality of conical oil passage holes (203a) evenly distributed circumferentially. A one-way valve (206) is connected to the lower end of each of the oil passage holes (203a). The upper piston (201) has multiple conical oil passage holes (201a) evenly distributed circumferentially. A pressure relief rod (207) is coaxially provided above the second (203a) to open the corresponding one-way valve (206) during the compression stroke to achieve pressure relief; the upper end face of the lower piston (203) is provided with multiple cylindrical mounting holes (203b), and two axially spaced sealing rings (204) are provided on its outer circumference; each mounting hole (201b) is coaxially aligned with the corresponding mounting hole (203b) and is elastically connected by a vertically arranged rectangular spring (205).

3. The intelligent automotive electromagnetic suspension according to claim 2, characterized in that: A guide rod (208) is coaxially fixedly connected to the middle of each of the first mounting holes (201b), and a pair of sliding blocks (209) are symmetrically connected to the bottom end of the guide rod (208); a guide tube (211) is rotatably supported in the middle of each of the second mounting holes (203b) through a sealed bearing (210), and a pair of spiral sliding grooves (211a) are symmetrically provided on the inner wall of the guide tube (211); each of the sliding blocks (209) is slidably fitted in the corresponding sliding groove (211a) to form a spiral transmission mechanism; a turbulence vane (212) is fixedly connected to the lower end of each of the guide tubes (211), so that the relative axial movement of the upper piston (201) and the lower piston (203) is converted into the rotational movement of the turbulence vane (212) through the spiral pair.

4. The intelligent automotive electromagnetic suspension according to claim 1, characterized in that: The cold end of the semiconductor cooling chip (301) is attached to a cooling plate (303), and the hot end is attached to a heat sink (304). The semiconductor cooling chip (301) is embedded in an insulating plate (302). The outer sides of the cooling plate (303) and the heat sink (304) are respectively covered by a first mounting cover (305) and a second mounting cover (307). The side and bottom surfaces of the first mounting cover (305) are respectively provided with an air inlet (305a) and an air outlet (305b). A brushless motor (306) is installed in the first air inlet (305a). The mounting cover 2 (307) has an air inlet 2 (307a) and an air outlet 2 (307b) on its side and top surfaces, respectively. A brushless motor 2 (308) is installed inside the air inlet 2 (307a). The upper and lower ends of the outer cylinder (105) are respectively provided with an air inlet 2 (105a) and an air outlet 2 (105b). A rubber sleeve (309) is coaxially sleeved on the outside of the piston rod (213). The rubber sleeve (309) is sealed between the air inlet 2 (105a) and the air outlet 2 (305b) to form a closed channel.

5. The intelligent automotive electromagnetic suspension according to claim 4, characterized in that: The bottom surface of the first mounting cover (305) is coaxially fixed to the upper end of the piston rod (213), and the top surface of the second mounting cover (307) is coaxially fixed with an assembly plate (310). The assembly plate (310) is detachably connected to the vehicle frame by assembly screws (311).

6. The intelligent automotive electromagnetic suspension according to claim 4, characterized in that: The outer side of the inner cylinder (101) is uniformly provided with heat-conducting fins (104) along the circumferential direction.

7. The intelligent automotive electromagnetic suspension according to claim 1, characterized in that: The bottom end of the inner cylinder (101) is fixedly connected to a connecting ring (102), and the connecting ring (102) is hinged to the lower control arm of the vehicle body suspension system through a rubber bushing (103).

8. The intelligent automotive electromagnetic suspension according to claim 1, characterized in that: The induction coil (106) is electrically connected to the vehicle battery or energy storage battery.

9. The intelligent automotive electromagnetic suspension according to claim 4, characterized in that: A spring seat (107) is coaxially fixedly connected to the upper or middle part of the outer cylinder (105), and a suspension spring (40) is provided between the spring seat (107) and the mounting cover (305).

10. An intelligent automotive electromagnetic suspension according to any one of claims 1-9, characterized in that: The control method for the electromagnetic suspension includes the following steps: S1. Real-time acquisition of ambient temperature, road surface excitation signal, and hydraulic oil temperature data; S2. Determine whether the current hydraulic oil temperature deviates from the preset operating temperature range (T1, T2); S3. If the hydraulic oil temperature is lower than T1, control the current direction of the semiconductor cooling chip (301) so that it generates a heat-releasing effect on the side thermally coupled with the inner cylinder (101) to heat the hydraulic oil; S4. If the hydraulic oil temperature is higher than T2, the direction of the current in the semiconductor cooling chip (301) is controlled so that the side thermally coupled with the inner cylinder (101) generates a heat absorption effect to cool the hydraulic oil; S6. The induced current generated by the reciprocating motion of the permanent magnet piston in the induction coil (106) is used to form a passive electromagnetic damping proportional to the motion speed, and the recovered electrical energy is stored in the vehicle energy storage device; S7. Based on the vehicle's driving status, coordinate hydraulic damping characteristics, temperature control strategy and electromagnetic damping effect to maintain the dynamic stability and ride comfort of the suspension system under all working conditions. S8. Continuously execute steps S1-S7 to achieve adaptive adjustment of suspension performance.

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